2135 Dundas Street West Transportation Impact Study
Paradigm Transportation Solutions Limited
November 2017
Project Summary
Project Number 2135 Dundas Street West 170098 Transportation Impact Study
November 2017
Client All Seniors Care Acquisitions Ltd. 175 Bloor St. East, Suite 601 Toronto, Ontario M4W 3R8 Canada
Client Contact Michael Kuhl
Consultant Project Team Stew Elkins, BES, MITE Adrian Soo, P.Eng., MITE
Signature
Disclaimer
This document has been prepared for the titled project or named part thereof (the “project”) and except for approval and commenting municipalities and agencies in their review and approval of this project, should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained. Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the project for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from. Paradigm Transportation Solutions Limited accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned and the approval and commenting municipalities and agencies for the project.
To the extent that this report is based on information supplied by other parties, Paradigm Transportation Solutions Limited accepts no liability for any loss or damage suffered by the client, whether through contract or tort, stemming from any Paradigm Transportation conclusions based on data supplied by parties other than Paradigm Transportation Solutions Limited and used by Paradigm Transportation Solutions Limited in Solutions Limited preparing this report. 5000 Yonge Street, Suite 1901 Toronto ON M2N 7E9 p: 416.479.9684 www.ptsl.com
Paradigm Transportation Solutions Limited
2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Executive Summary
Content
Paradigm Transportation Solutions Limited (Paradigm) was retained to conduct this Transportation Impact Study (TIS) by All Seniors Care Acquisitions Ltd., by its project manager, ReSolve Project Management Ltd. as related to the proposed residential development in Town of Oakville, Regional Municipality of Halton in support of a Zoning By-law Amendment application.
This study provides an assessment of the existing transportation network, the development and analysis of horizon year 2022 traffic forecasts, and includes recommendations for future transportation requirements and/or considerations, if any.
Development Concept
The applicant is seeking to develop an upscale retirement residence with a mix of independent living, assisted living, and secure care units, with 182 units proposed. A total of 85 parking spaces will be provided, with 23 surface spaces provided and 62 spaces provided via below grade parking.
Proposed vehicular access to the site would be provided from an access road at Hospital Gate across from the existing Oakville Trafalgar Memorial Hospital Access Road. Pedestrian access would be provided by internal walkways and a connection to the multi-use path along Hospital Gate.
Conclusions
The conclusions of the Traffic Impact Study are as follows:
Existing Conditions
All intersections in the study area currently operate at good levels of service, within capacity and with no critical movements during the weekday AM and PM peak hours.
Future Background Conditions
With future background traffic volumes, operations at the study area intersections are forecasted to continue operating at good levels of service, within capacity and with no critical movements during the weekday AM and PM peak hours.
Paradigm Transportation Solutions Limited | Page i 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Future Total Conditions
The proposed development is forecast to generate 83 trips during the AM peak hour and 98 trips during the PM peak hour.
With future total traffic volumes, operations at the study area intersections are expected to deteriorate slightly from future background conditions, but are forecast to continue operating at good levels of service and well within capacity.
No improvements are required at the study area intersections. The existing transportation network will be able to accommodate the proposed development.
Parking Justification
The proposed parking supply of 85 spaces provided at the rate of 0.467 spaces/unit should adequately accommodate the parking demands of the proposed development. Justification is provided by parking utilization surveys conducted at proxy sites with similar characteristics and site environs. Furthermore, data from the ITE Parking Generation Manual indicates the proposed parking supply would provide a surplus of parking.
Vehicle Turning Plans
Passenger vehicles, refuse collections vehicles, emergency (ambulance) vehicles and trucks would be able to traverse and circulate on-site, access the loading area and drop-off area without any significant issues.
Pedestrian Circulation Plan
The proposed site plan facilities adequately accommodate pedestrians and cyclists. The site is very well connected into the local active transportation network. The pedestrian facilities of the adjacent streets within the study area provide excellent opportunities for walking including accessible connections to local transit.
Recommendations
It is recommended that:
The Town of Oakville and Regional Municipality of Halton recognize the conclusions drawn above; and
The zoning by-law amendment application be approved from a transportation perspective.
Paradigm Transportation Solutions Limited | Page ii 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Contents
1 Introduction ...... 1
2 Proposed Development ...... 3
3 Existing Conditions ...... 5 3.1 Roads and Traffic Control ...... 5 3.2 Transit ...... 5 3.3 Active Transportation ...... 9 3.4 Traffic Volumes ...... 9 3.5 Field Observations ...... 11 3.6 Traffic Operations ...... 11 4 Forecasts ...... 14 4.1 Horizon Year and Future Background Traffic ...... 14 4.2 Site Trip Generation ...... 14 4.3 Site Trip Distribution and Assignment ...... 16 4.4 Future Total Traffic ...... 19 5 Transportation Impact Assessment ...... 21 5.1 Future Road Network ...... 21 5.2 Operational Analysis – Future Background Traffic ...... 21 5.2 Operational Analysis – Future Total Traffic ...... 23 5.3 Assessment of Impacts ...... 26 5.3.1 William Halton Parkway and Hospital Gate ...... 26 5.3.2 Proposed Access Road and Hospital Gate ...... 26 5.3.3 Dundas Street West and Hospital Gate ...... 27 5.4 Transit, Cycling, and Walking ...... 28 5.5 Sightline Assessment ...... 29 6 Parking Considerations ...... 30 6.1 Current Zoning By-law Requirements ...... 30 6.2 ITE Estimated Parking Demand ...... 30 6.3 Parking Utilization Surveys ...... 31 6.4 Summary of Parking Demand ...... 32 6.5 Parking Management Measures ...... 33 7 Vehicle Turning Plans ...... 35
8 Pedestrian Circulation Plan ...... 41
9 Conclusions and Recommendations ...... 43 9.1 Conclusions ...... 43 9.2 Recommendations ...... 44
Paradigm Transportation Solutions Limited | Page iii 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Appendices
Appendix A Pre-Consultation Correspondence Appendix B Traffic Data Appendix C Existing Synchro Analysis Outputs Appendix D 2022 Future Background Synchro Analysis Outputs Appendix E 2022 Future Total Synchro Analysis Outputs
Figures
Figure 1.1: Study Area and Site Location North Oakville, Halton Region ...... 2 Figure 2.1: Site Plan ...... 4 Figure 3.1: Existing Lane Configuration and Traffic Control ...... 6 Figure 3.2: Transit Route MTO ...... 8 Figure 3.3: Existing 2017 Traffic Volumes AM & PM Peak Hours ...... 10 Figure 4.1: 2022 Future Background Volumes – AM & PM Peak Hours ...... 15 Figure 4.2: Site Traffic Volumes – AM & PM Peak Hours ...... 18 Figure 4.3: 2022 Future Total Volumes – AM & PM Peak Hours ...... 20 Figure 7.1A: AutoTURNS – Passenger Vehicle – At-Grade ...... 36 Figure 7.1B: AutoTURNS – Refuse Collection Vehicle – At-Grade ...... 37 Figure 7.1C: AutoTURNS – Emergency/Ambulance Vehicle – At-Grade ...... 38 Figure 7.1D: AutoTURNS – Large Truck – At-Grade ...... 39 Figure 7.2: AutoTURNS – Passenger Vehicle – Underground ...... 40 Figure 8.1: Pedestrian Circulation Plan ...... 42
Tables
Table 3.1: Existing 2017 Peak Hour Traffic Operations ...... 13 Table 4.1: Estimated Site Trip Generation ...... 16 Table 5.1: Future 2022 Peak Hour Background Traffic Operations . 22 Table 5.2: Pedestrian Crossings Times – Hospital Gate & Dundas Street W ...... 23 Table 5.3: Future 2022 Peak Hour Total Traffic Operations ...... 25 Table 6.1: Zoning By-lAw Requirements vs. Proposed Supply ...... 30 Table 6.2: ITE Parking Generation ...... 30 Table 6.3: ITE Parking Requirements ...... 31 Table 6.4: Observed Parking Demand, Occupancy and Stall to Unit Ratio ...... 32 Table 6.5: Summary of Parking Demand estimates ...... 33
Paradigm Transportation Solutions Limited | Page iv 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
1 Introduction
ReSolve Project Management Ltd. retained Paradigm Transportation Solutions Limited to prepare a Transportation Impact Study (TIS) for a proposed residential development in the Town of Oakville (North Oakville), Regional Municipality of Halton in support of a Zoning By-law Amendment. Figure 1.1 shows the site location, which is situated in the north-west corner of the intersection of Dundas Street West and Hospital Gate.
The scope of the study is as follows:
A study area comprising the Hospital Gate intersections with William Halton Parkway, Dundas Street West, and the proposed site access intersection across from the existing Oakville Trafalgar Memorial Hospital Access Road;
Traffic forecasts for the 2022 horizon year, representing five (5) years from the existing 2017 base year; and
Analysis of traffic conditions for the weekday AM and PM peak hour time periods.
The methodology used in the study is summarized below:
Derive existing traffic volumes for turning movement counts;
Analyze the peak hour intersection operations for existing traffic conditions;
Estimate the future peak hour background traffic for the 2022 horizon year;
Determine the net increase in traffic due to the proposed residential development;
Combine the future background traffic with the net increase in site traffic for the future horizon year;
Analyze the peak hour intersection operations for the future background and total traffic conditions; and
Determine the net impact of site generated traffic on operational performance at the study area intersections, and the need for road and/or traffic control improvements to address the identified impacts.
The study has been carried out in general accordance with the current Region of Halton Transportation Impact Study guidelines and North Oakville Terms of Reference for Transportation Impact Studies. Pre- consultation correspondence was exchanged with the Region and Town transportation staff prior to undertaking the study to discuss and confirm the terms of reference for this study. Appendix A contains the correspondence for reference.
Paradigm Transportation Solutions Limited | Page 1 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Figure 1.1: Study Area and Site Location North Oakville, Halton Region
Subject Site – 2135 Dundas Street West Study Area Intersections Study Area & Site Location North Oakville, Halton Region 2135 Dundas Street West, Oakville – Transportation Impact Study 170098 Figure 1.1
Paradigm Transportation Solutions Limited | Page 2 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
2 Proposed Development
Figure 2.1 shows the proposed development concept site plan. The subject site is located at the municipal address of 2135 Dundas Street West.
The applicant is seeking to develop an upscale retirement residence with a mix of independent living, assisted living, and secure care units, with a total of 182 units proposed. A total of 85 parking spaces will be provided on-site, with 23 surface spaces and 62 spaces provided via below grade parking.
Proposed vehicular access to the site would be provided from an access road at Hospital Gate across from the existing Oakville Trafalgar Memorial Hospital Access Road. Pedestrian access would be provided by internal walkways and a connection to the multi-use path along Hospital Gate.
The land use immediately surrounding the subject site consists of the Oakville Trafalgar Memorial Hospital to the east, undeveloped vacant lands to the west, residential subdivisions to the south, and a storm water management pond immediately to the north.
Paradigm Transportation Solutions Limited | Page 3 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Figure 2.1: Site Plan
Figure 2.1 Site Plan Site Transportation Impact Study – 2135 Dundas Dundas 2135 Street West, Oakville 170098
Paradigm Transportation Solutions Limited | Page 4 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
3 Existing Conditions
3.1 Roads and Traffic Control
The characteristics of the roads and intersections near the subject site are described below. The roadway designations were obtained from the Town of Oakville’s The Livable Oakville Plan (Town of Oakville Official Plan – 2009), Schedule C Transportation Plan (April 4, 2017), The North Oakville West Secondary Plan and with reference was made to the Regional Municipality of Halton Regional Road Network Map (May 2016):
Hospital Gate is a north-south, four (4) lane local road under the jurisdiction of the Town of Oakville with an assumed statutory limit of 50 kilometres per hour. This roadway provides access to the Oakville Trafalgar Memorial Hospital, in addition to a connection between William Halton Parkway and Dundas Street West.
Dundas Street West (Regional Road 5) is an east-west, six (6) lane major arterial road operating under the jurisdiction of Halton Region with a posted speed limit of 60 kilometres per hour. This roadway is a designated transit corridor, specifically a Busway Corridor. • The Dundas Street West and Hospital Gate intersection is a signalized T-intersection. An eastbound left turn lane, westbound right turn lane, and dual southbound left turn lanes are provided.
William Halton Parkway (Regional Road 40) is an east-west, four (4) major arterial road operating under the jurisdiction of Halton Region with a posted speed limit of 60 kilometres per hour. Under present conditions, west of Hospital Gate the road transitions to a two (2) lane cross-section to Bronte Road. East of Hospital Gate William Halton Parkway currently ends at Third Line. This roadway is a designated transit corridor to accommodate secondary transit corridor services. • The William Halton Parkway and Hospital Gate intersection is a signalized T-intersection. A westbound left turn lane is provided.
Figure 3.1 illustrates the existing lane arrangements and traffic control devices at the study area intersections.
3.2 Transit
The study area is currently served by several Oakville Transit routes. Several bus stops are located along Dundas Street West. Transit stops are situated within a short walking distance from the proposed development with two stops located right in front of the proposed development at the intersection of Dundas Street West and Hospital Gate serving the eastbound and westbound directions.
Paradigm Transportation Solutions Limited | Page 5 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Figure 3.1: Existing Lane Configuration and Traffic Control
Subject Site – 2135 Dundas Street West Existing Lane Configuration & Traffic Control 2135 Dundas Street West, Oakville – Transportation Impact Study 170098 Figure 3.1
Paradigm Transportation Solutions Limited | Page 6 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Inter-regional travel is provided via GO Transit services with connections provided at the Bronte GO Station and Oakville GO Station. GO Bus services are also accessible via the Bronte GO Park and Ride and the Dundas GO Park and Ride facilities.
Based on current information posted on the Oakville Transit1 and GO Transit2 websites, the study area is served by the following transit routes:
Oakville Transit Route 3 – Third Line provides service between the South Oakville Centre and the Oakville Trafalgar Memorial Hospital along Third Line. Stops include the Bronte GO Station and the Glen Abbey Community Centre. Weekday service operates between 6:00 AM and 11:34 PM, operating at approximately 15-minute headways during the AM and PM peak hours. Weekend and holiday service is also provided.
Oakville Transit Route 5 – Dundas provides service between the Oakville GO Station and the Dundas GO Park and Ride facility along Dundas Street West and Trafalgar Road. Stops include Sheridan College, the Uptown Core, and the Oakville Trafalgar Memorial Hospital. Weekday service operates between 5:59 AM and 12:20 AM, operating at 15-30 minute headways during the AM and PM peak hours. Weekend and holiday service is also provided.
GO Transit Bus Route 20 provides service between the Oakville GO Station and the Milton GO Station via Highway 407 and Bronte Road. This route can be accessed via the Bronte GO Park and Ride facility. Route 20 operates at approximately 60 minute headways during the AM and PM peak hours, operating only Monday through Friday.
GO Transit Bus Route 45-46-47-48 (407 West Bus) operates along Highway 407. This inter-regional route provides services connecting Hamilton GO Centre, Oakville GO Station, Streetsville GO Station, Meadowvale GO Station, and the Bramalea GO Station, in addition to the Bronte GO Park and Ride and the Dundas GO Park and Ride facilities. Major stops include McMaster University, the University of Guelph, Sheridan College, and York University.
GO Transit Rail Route 15 (Lakeshore West) is the commuter rail service operating between Hamilton and Toronto (Union Station). GO Train stops include the Bronte GO Station and the Oakville GO Station.
Figure 3.2 illustrates the available transit routes in vicinity to the subject site.
1 Oakville Transit – Schedules & Maps All Route – Effective January 1, 2017 http://oakvilletransit.ca/schedules-and-maps.html 2 GO Transit – Schedules http://www.gotransit.com/timetables/en/schedules/full_schedules.aspx
Paradigm Transportation Solutions Limited | Page 7 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Figure 3.2: Transit Route MTO 3.2 Figure Transit Route Route Transit Map 2135 Dundas Street West Dundas Street 2135 – Subject Site Transportation Impact Study – 2135 Dundas Dundas 2135 Street West, Oakville 170098
Paradigm Transportation Solutions Limited | Page 8 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
3.3 Active Transportation
Reference was made to the following documents: The Town of Oakville’s Active Transportation Master Plan (2009)3 and the Town of Oakville’s Trails and Cycleways Online Map4 to identify the available cycling facilities and walking trails within vicinity of the study area.
Designated bicycle facilities are provided along both sides of William Halton Parkway between Hospital Gate and Third Line. A designated portion of the existing roadway for use by cyclists only is provided. The cycle lanes provided along William Halton Parkway are marked by a painted white line. These cycle lanes have bicycle symbols on the pavement and are identified by dedicated signs along the roadway. There are currently no other designated bicycle facilities provided on the study area roads.
A multi-use trail is provided on both sides of Dundas Street between Bronte Road to east of Proudfoot Trail, along the west side of Hospital Gate between William Halton Parkway and Dundas Street West, and along the north side of William Halton Parkway between Hospital Gate and Third Line. This facility is a two-way path physically separated from the travelled portion of a roadway by barrier curb and/or open space. Multi-use trails are shared by more than one type of user (cyclists, pedestrians, in-line skaters, etc.). All motorized vehicles (autos, scooters, e-bikes) are prohibited.
Pedestrian travel within the study area is facilitated by the multi-use trail as well as sidewalks on the east side of Hospital Gate and along the south side of William Halton Parkway.
The McCraney Creek Trail is an off-road trail located south of the subject site. This trail runs alongside a waterway that flows into the Fourteen Mile creek. The trail runs from Dundas Street West down to the Indian Ridge Trail at the Queen Elizabeth Way. 3.4 Traffic Volumes
Paradigm conducted eight (8) – hour traffic counts at the study area intersections on Thursday 11 May 2017 and Wednesday 24 May 2017 from 7:00 to 10:00 AM, 11:30 AM to 1:30 PM, and 3:00 to 6:00 PM. All traffic movements, including pedestrian crossings, were counted in 15-minute intervals, with vehicles classified by type.
Figure 3.3 illustrates the existing weekday AM and PM peak hour traffic volumes. Appendix B contains the raw count data.
3 Town of Oakville – Active Transportation Master Plan (2009) http://www.oakville.ca/townhall/active-transportation-master-plan.html 4 Town of Oakville – Trails and Cycleways Online Map https://maps.oakville.ca/gxmaps/Default.aspx?map=map04&extent=605750.50 520701,4813184.91503683,606793.49479299,4813773.08496317
Paradigm Transportation Solutions Limited | Page 9 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
AM PeakFigure Hour 3.3: 0.91Existing 2017 Traffic VolumesPM AM Peak & PM Hour Peak Hours0.89
80 152 105 11 91 300 10 162 William Halton Parkway William Halton Parkway William Halton Parkway William Halton Parkway 278 160 164 80 53 64 118 27 4 25 11 148 Hospital Gate Hospital Gate 129 37 29 159
7:30-8:30 3:00-4:00
87 0.76 292 0.88 279 114 1 7 86 3 285 5 74 77 154 159 Hospital Access Hospital Access
81 28 80 21 276 109 160 439 356 130
7:30-8:30 4:45-5:45
159 0.98 277 0.95 360 107 62 97 75 169 202 73
864 Hospital Gate 802 971 1991 Hospital Gate 1916 1989 Dundas Street W Dundas Street W Dundas Street W Dundas Street W 1963 191 1869 1289 34 1457 1772 1255
Existing 2017 Traffic Volumes AM & PM Peak Hours 2135 Dundas Street West, Oakville – Transportation Impact Study 170098 Figure 3.3
Paradigm Transportation Solutions Limited | Page 10 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
3.5 Field Observations
Paradigm staff visited the study area on Thursday 04 May 2017 during the AM peak period to conduct traffic observations and collect field data. Existing lane configurations, signal timings, and traffic signage were confirmed in the field.
Paradigm staff noted that a good level of service is being provided in the study area. No anomalies were noted as traffic was observed to be operating without any unusual delay.
3.6 Traffic Operations
Intersection level of service (LOS) is a recognized method of quantifying the average delay experienced by drivers at intersections. It is based on the delay related to the number of vehicles desiring to make a through or turning movement, compared to the estimated capacity for that movement. The capacity is based on several criteria including, but not limited to, vehicle headways, intersection geometry, vehicle composition, opposing traffic flows, and for signalized intersections, signal timing. Capacity is evaluated in terms of the ratio of demand flow to capacity with an at-capacity condition represented by a v/c ratio of 1.00 (i.e. volume demand equals capacity).
The highest possible rating is LOS A, in which the average total delay is equal or less than 10.0 seconds per vehicle. When the average delay exceeds 80 seconds for signalized intersections, 50 seconds for unsignalized intersections or when the volume to capacity ratio is greater than 1.00, the movement is classed as LOS F and improvements are usually implemented, if they are feasible. LOS E is generally used as a guideline for the determination of road improvement needs on through lanes, while LOS F may be acceptable for left-turn movements at peak times, depending on capacity and safety considerations. It is also recognized that the guidelines for determining when improvements are necessary can vary in different municipalities.
To adhere to the Region of Halton and North Oakville’s guidelines for operational analysis (as detailed within each of the respective Transportation Impact Study Guidelines), the following criteria have been used for the determination of modifications or improvements to the study area intersections.
For signalized intersections:
Volume-to-capacity ratios for overall intersection operations increase to 0.85 or higher;
Volume-to-capacity ratios for individual through or turning movements increase to 1.00 or higher; and
th 95 percentile queue lengths for individual movements that are projected to, or exceed, the available turning lane storage.
Paradigm Transportation Solutions Limited | Page 11 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
For unsignalized intersections:
Level of service based on average delay per vehicle, on individual movements exceed LOS E; and
th 95 percentile queue lengths for individual movements that are projected to, or exceed, the available turning lane storage.
To assess to the existing peak hour traffic operating conditions, a level of service analysis has been conducted using Synchro 9.1 software, which implements the methods of the Highway Capacity Manual (HCM). The following parameters have been utilized in the analysis:
Existing lane configurations;
Heavy vehicle percentages as derived from existing traffic counts;
Conflicting pedestrian volumes as derived from existing traffic counts;
Existing signal timing plans as provided by Halton Region. Appendix B contains the signal timing data for reference;
Calculated intersection peak hour factors (PHF); and
Synchro default values for all other inputs.
Table 3.1 summarizes the results of the existing conditions analysis, indicating LOS, average delays, v/c ratios, and 95th percentile queues experienced at the study area intersections for the AM and PM peak hours. Appendix C contains the Synchro analysis outputs.
The existing conditions analysis indicates that all study area intersections are currently operating at good levels of service. All intersection movements operate well within capacity and with 95th percentile queues less than then available provided storage. It is noted that no critical movements are identified in the analysis. The results are consistent with field observations.
Paradigm Transportation Solutions Limited | Page 12 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
TABLE 3.1: EXISTING 2017 PEAK HOUR TRAFFIC OPERATIONS
AM Peak Hour PM Peak Hour Intersection Approach/Movement Delay Delay LOS1 V/C3 Q4 LOS1 V/C3 Q4 2 2 EB Thru-Thru/Right A 4 0.11 13 A 6 0.04 6 William Halton Left A 3 0.01 2 A 4 0.01 2 WB Parkway & Dual Thru A 3 0.03 5 A 5 0.07 9 Hospital Gate Left-Left/Right D 49 0.08 7 D 43 0.29 26 NB (Signalized) Right D 51 0.00 3 D 42 0.01 5 Overall Intersection A 7 0.10 - B 20 0.11 - Hospital Access WB Left/Right B 13 0.19 6 B 13 0.27 9 Road & NB Thru-Thru/Right Unopposed Movement Unopposed Movement Hospital Gate Left A 8 0.00 < 1 A 8 0.01 < 1 SB (Unsignalized) Dual Thru Unopposed Movement Unopposed Movement Left A 3 0.35 12 A 6 0.23 4 EB Triple Thru A 4 0.45 48 A 4 0.33 40 Dundas Street Triple Thru A 7 0.25 32 A 9 0.55 106 West & WB Right A 6 0.11 7 A 5 0.06 8 Hospital Gate Dual Left E 57 0.34 22 D 53 0.57 37 (Signalized) SB Right E 72 0.04 15 D 48 0.05 14 Overall Intersection A 8 0.46 - B 10 0.55 - 1 Level of Service; 2 Average vehicle delay in seconds; 3 Volume to capacity ratio; 4 95th percentile queue in metres
Paradigm Transportation Solutions Limited | Page 13 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
4 Forecasts
4.1 Horizon Year and Future Background Traffic
Traffic forecasts for the horizon year 2022 (five-years from the time of study) were prepared. This would reflect a reasonable horizon year based on the small scale of the proposed development. The likely future background traffic volumes in the vicinity of the subject site are estimated to consist of increased non-site traffic (generalized background traffic growth).
Town of Oakville staff indicated that no specific other area background developments are to be included as part of the background traffic forecasts. Given the study area for the proposed development Town staff have recommended to only apply growth rates along Dundas Street West to develop future background traffic forecasts.
Halton Region staff advised that a growth rate of three (3) percent per annum should be applied to Dundas Street West to account for corridor growth.
Guidance was provided by Halton Region staff that reference should be made to the New North Oakville Transportation Corridor Class EA Study for acceptable and accurate future traffic volumes for the 2022 horizon year along William Halton Parkway. It is calculated that a growth rate of 54 percent per annum should be applied to the William Halton Parkway corridor to generate future volumes similar in magnitude to the forecasts volumes contained within the EA study.
Figure 4.1 illustrates the future background traffic forecasts reasonably expected to occur at horizon year 2022.
4.2 Site Trip Generation
The weekday AM and PM peak hour site generated auto trips were estimated for the proposed development based on data provided in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition. Table 4.1 summarizes several land use categories investigated.
For a conservative estimate (i.e. err on the high side) the Residential Condominium/Townhouse (LUC 230) land use category was utilized to estimate potential vehicle trip generation. Application of the land use code provides an absolute worst case. The likelihood of this development fully generating the estimated site trips is low.
The ITE trip generation manual details and indicates that for the land use codes of 252 (Senior Adult Housing – Attached), 253 (Congregate Care Facility), 254 (Assisted Living), and 255 (Continuing Care Retirement Community) the peak hour of the generator typically did not coincide with the peak hour of the adjacent street traffic. In addition, vehicle ownership levels were surveyed to be low. Furthermore, if the land use provides any
Paradigm Transportation Solutions Limited | Page 14 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
GR 3% AlongAM Dundas PeakFigure Hour 4.1: 2022 Future BackgroundGR 3% VolumAlongPM DundasesPeak – AM Hour & PM Peak Hours GR 54% Along William Halton Pkwy GR 54% Along William Halton Pkwy YR 5 YR 5 693 1317 718 11 704 1465 10 1327 William Halton Parkway William Halton Parkway William Halton Parkway William Halton Parkway 1504 1386 1390 486 459 470 118 27 4 25 11 148 Hospital Gate Hospital Gate 129 37 29 159 87 292 279 114 1 7 86 3 285 5 74 77 154 159 Hospital Access Hospital Access
81 28 80 21 276 109 160 439 356 130 159 277 360 107 75 62 97 169 202 73
992 Hospital Gate 930 1099 2296 Hospital Gate 2221 2294 Dundas Street W Dundas Street W Dundas Street W Dundas Street W 2245 191 2151 1489 34 1657 2054 1455
2022 Future Background Volumes AM & PM Peak Hours 2135 Dundas Street West, Oakville – Transportation Impact Study 170098 Figure 4.1
Paradigm Transportation Solutions Limited | Page 15 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
care facilities or services to the residents, the employees generated the majority of vehicle trips to and from the sites.
The proposed development could generate a total of 86 and 102 trips during the AM and PM peak hours, respectively.
TABLE 4.1: ESTIMATED SITE TRIP GENERATION
# of AM Peak Hour PM Peak Hour Land Use Code Units In Out Total In Out Total 230 – Residential 14 69 83 66 32 98 Condominium/Townhouse 252 – Senior Adult Housing 12 24 36 24 21 45 (Attached) 253 – Congregate Care 182 6 4 10 17 14 31 Facility
254 – Assisted Living 22 10 32 26 26 52
255 – Continuing Care 29 16 45 33 50 83 Retirement Community
While not used as an adjustment factor for trip generation, the transit usage for the adjacent area as given in the 2011 Transportation Tomorrow Survey (TTS) was reviewed. Adjacent TTS zones 4186 and 4039 were queried to determine transit usage and vehicle occupancy as the TTS zone 4185 that the proposed development site is located within is undeveloped with no usable data. Zone 4186 is bounded to the north by Dundas Street West, to the east by Third Line, to the south by Upper Middle Road, and to the west by Bronte Road. Zone 4039 is bounded to the north by Dundas Street West, to the east by the Sixteen Mile Creek, to the south by Upper Middle Road, and to the west by Third Line.
The data indicates that the percentage of trips by transit is 6% for both the AM and PM peak periods. Based on the site trip generation, and applying a vehicle occupancy factor of 1.2, this would suggest that the proposed development could generate less than seven (7) transit trips in either peak hour. Even with an assumption of doubling the current transit modal split in the future, the additional transit riders could be less than 15 per hour for the proposed development.
4.3 Site Trip Distribution and Assignment
There is no literature stating an anticipated timeline for the extension of William Halton Parkway east of Third Line, therefore, the estimated site generated trips were assigned to the road network based on the worst case assumption that all site trips would enter and exit from Dundas Street West (RR5). Therefore, all site trips are assumed to travel via Hospital Gate to and from Dundas Street West (RR5). The site generated trips are assigned based
Paradigm Transportation Solutions Limited | Page 16 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017 on the existing distribution of traffic as determined using existing traffic volumes.
Figure 4.2 illustrates the site traffic forecasts for the AM and PM peak hours.
Paradigm Transportation Solutions Limited | Page 17 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
AM PeakFigure Hour 4.2: Site Traffic Volumes – AM &PM PM Peak Peak HourHours
0 0 0 0 William Halton Parkway William Halton Parkway William Halton Parkway William Halton Parkway 0 0 0 0 Hospital Gate Hospital Gate 0 0 0 0 0 0 0 0
14 0 66 0 Hospital Access Hospital Access Proposed Access Road Proposed Access Road 69 0 32 0
69 14 32 66 69 32 14 66 69 32 14 66 9 27 42 7 23 45
27 Hospital Gate 7 9 Hospital Gate 45 Dundas Street W Dundas Street W Dundas Street W Dundas Street W 7 7 42 21 21 23
Site Traffic Volumes AM & PM Peak Hours 2135 Dundas Street West, Oakville – Transportation Impact Study 170098 Figure 4.2
Paradigm Transportation Solutions Limited | Page 18 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
4.4 Future Total Traffic
The future background traffic forecasts are combined with the site traffic assignments to estimate the future total traffic volumes for the 2022 horizon year.
Figure 4.3 illustrates the 2022 future total traffic volumes for the AM and PM peak hours.
Paradigm Transportation Solutions Limited | Page 19 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
AM PeakFigure Hour 4.3: 2022 Future Total Volumes PM– AM Peak & PM Hour Peak Hours
693 1317 718 11 704 1465 10 1327 William Halton Parkway William Halton Parkway William Halton Parkway William Halton Parkway 1504 1386 1390 486 459 470 118 27 4 25 11 148 Hospital Gate Hospital Gate 129 37 29 159 87 292 279 114
3 5 0 1 0 7 86 0 285 0 14 74 77 66 154 159 Hospital Access Hospital Access Proposed Access Road Proposed Access Road 69 0 81 32 0 28 0 0 14 80 66 21 69 276 32 109 229 471 370 196 228 309 374 173 84 89 139 176 225 118
1019 Hospital Gate 930 1106 2305 Hospital Gate 2221 2339 Dundas Street W Dundas Street W Dundas Street W Dundas Street W 2252 198 2193 1510 55 1680 2054 1455
2022 Future Total Volumes AM & PM Peak Hours 2135 Dundas Street West, Oakville – Transportation Impact Study 170098 Figure 4.3
Paradigm Transportation Solutions Limited | Page 20 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
5 Transportation Impact Assessment
5.1 Future Road Network
The Municipal Environmental Assessment Study for Dundas Street West details that infrastructure has been protected for the potential usage of one general purpose travel lane in each travel direction as HOV lanes/future Bus Rapid Transit (BRT) lanes. In consideration of the future potential HOV/BRT lanes, the analysis of future conditions will apply a 0.80 lane utilization factor along Dundas Street West as specified by Halton Region staff in support of the assumption that 20% of curb lane capacity will be assigned to HOV/transit usage under the 2022 horizon.
5.2 Operational Analysis – Future Background Traffic
To assess the operating conditions for the future weekday AM and PM peak hour background traffic forecasts, an operational analysis was undertaken using the same methodology, parameters, lane arrangements, and traffic control devices as in the analysis of existing conditions, along with the assumption that the curbside lanes in each travel direction along Dundas Street West operates as a HOV/transit lane.
Table 5.1 summarizes the results of the 2022 future background operational analysis. Appendix D provides the Synchro analysis outputs.
With future background traffic volumes, operations at the study area intersections will be slightly worse in comparison to existing conditions. The analysis indicates that all study area intersections are forecast to continue operating at good levels of service, within capacity and with no critical movements.
Paradigm Transportation Solutions Limited | Page 21 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
TABLE 5.1: FUTURE 2022 PEAK HOUR BACKGROUND TRAFFIC OPERATIONS
AM Peak Hour PM Peak Hour Intersection Approach/Movement Delay Delay LOS1 V/C3 Q4 LOS1 V/C3 Q4 2 2 EB Thru-Thru/Right A 8 0.62 159 A 7 0.24 36 William Halton Left A 5 0.06 2 A 5 0.02 2 WB Parkway & Dual Thru A 3 0.27 38 A 8 0.57 92 Hospital Gate Left-Left/Right D 48 0.08 7 D 43 0.29 26 NB (Signalized) Right D 51 0.00 2 D 41 0.01 5 Overall Intersection A 7 0.55 - B 11 0.53 - Hospital Access WB Left/Right B 13 0.19 6 B 13 0.27 9 Road & NB Thru-Thru/Right Unopposed Movement Unopposed Movement Hospital Gate Left A 8 0.00 < 1 A 8 0.01 < 1 SB (Unsignalized) Dual Thru Unopposed Movement Unopposed Movement Left A 4 0.44 12 B 13 0.30 4 EB Triple Thru A 5 0.59 78 A 5 0.44 59 Dundas Street Triple Thru A 7 0.33 45 B 12 0.73 179 West & WB Right A 6 0.11 7 A 5 0.06 9 Hospital Gate Dual Left E 56 0.34 22 D 53 0.57 38 (Signalized) SB Right E 75 0.04 14 D 50 0.05 14 Overall Intersection A 8 0.59 - B 12 0.70 - 1 Level of Service; 2 Average vehicle delay in seconds; 3 Volume to capacity ratio; 4 95th percentile queue in metres
Paradigm Transportation Solutions Limited | Page 22 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
5.2 Operational Analysis – Future Total Traffic
With the potential for increased pedestrian activity and crossings within the study area, demand for any change in signal timing or addition of walk/flashing don’t walk timings is investigated. Section 3.6: Timing of the Ontario Traffic Manual (OTM) Book 12: Traffic Signals5 is referenced to confirm whether the existing pedestrian crossing times would adequately service senior pedestrian activity at the intersection of Hospital Gate and Dundas Street. Table 5.2 summarizes the pedestrian crossing times.
The minimum pedestrian walk time to be provided should be 5.0 seconds with the preferred walk time provided to be 7.0 seconds. The pedestrian clearance interval (flashing do not walk) is equal to Wc/Ws. Pedestrian crossing distance, Wc, was measured east-west across Hospital Gate and north-south across Dundas Street. These distances are taken as the longest distance within the crosswalk measured from curb to curb along the centerline of the crosswalk. The walking speed of pedestrians, Ws, normally varies between 1.0 m/s and 1.25 m/s. A conservative speed 1.0 m/s is assumed at crossings frequented by young children, seniors, and special needs persons.
TABLE 5.2: PEDESTRIAN CROSSINGS TIMES – HOSPITAL GATE & DUNDAS STREET W
Pedestrian Flashing Do Phase Clearance Walk Total Time Not Walk Width (Wc) East-West 21.0 m 7.0 s 21.0 s 28.0 s North-South 34.0 m 7.0 s 34.0 s 41.0 s
It is determined that no change to the walk or flashing don’t walk timings are required as the existing timings currently provide slightly longer pedestrian clearance intervals. Specifically, 7.0 seconds of walk time is provided for both phases and 22.0 seconds and 36.0 seconds of flashing do not walk time are provided for the east-west and north-south phases, respectively.
To assess operating conditions for the future weekday AM and PM peak hour total traffic forecasts, an operational analysis was undertaken using the same methodology, parameters, lane arrangements, and traffic control devices as in the analysis of future background conditions, except for where signal timing splits were optimized to provide the best possible traffic operations for all movements.
Table 5.3 summarizes the results of the operational analysis for total traffic volumes for the 2022 horizon year. Appendix E provides the Synchro analysis outputs.
5 Ontario Traffic Manual – Book 12 Traffic Signals, March 2012
Paradigm Transportation Solutions Limited | Page 23 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
With the addition of the site generated traffic, the operational performance of all traffic movements would be slightly worse in comparison to the assessment of background conditions. The study area intersections are forecast to continue operating at good levels of service, with all movements forecast to operate within capacity.
Paradigm Transportation Solutions Limited | Page 24 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
TABLE 5.3: FUTURE 2022 PEAK HOUR TOTAL TRAFFIC OPERATIONS
AM Peak Hour PM Peak Hour Intersection Approach/Movement Delay Delay LOS1 V/C3 Q4 LOS1 V/C3 Q4 2 2 EB Thru-Thru/Right A 8 0.62 159 A 7 0.24 36 William Halton Left A 5 0.06 2 A 5 0.02 2 WB Parkway & Dual Thru A 3 0.27 38 A 8 0.57 92 Hospital Gate Left-Left/Right D 48 0.08 7 D 42 0.29 26 NB (Signalized) Right D 50 0.00 2 D 37 0.01 4 Overall Intersection A 7 0.55 - B 11 0.53 - Proposed Access EB Left/Thru/Right A 9 0.08 2 A 9 0.04 1 Road-Hospital WB Left/Thru/Right C 18 0.27 9 C 19 0.42 17 Access Road & NB Left/Thru-Thru/Right A 1 0.01 < 1 A 5 0.06 2 Hospital Gate Left A 8 0.00 < 1 A 8 0.01 < 1 SB (Unsignalized) Thru-Thru/Right Unopposed Movement Unopposed Movement Left A 4 0.46 14 B 16 0.41 13 EB Triple Thru A 5 0.60 87 A 5 0.44 62 Dundas Street Triple Thru A 8 0.33 48 B 13 0.75 188 West & WB Right A 6 0.12 8 A 6 0.10 14 Hospital Gate Dual Left E 56 0.45 29 D 53 0.60 42 (Signalized) SB Right E 71 0.06 18 D 48 0.06 15 Overall Intersection A 10 0.60 - B 13 0.72 - 1 Level of Service; 2 Average vehicle delay in seconds; 3 Volume to capacity ratio; 4 95th percentile queue in metres
Paradigm Transportation Solutions Limited | Page 25 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
5.3 Assessment of Impacts
5.3.1 William Halton Parkway and Hospital Gate
The intersection currently operates at a good level of service with all movements at a LOS A and well within capacity. With background traffic growth, the intersection is forecast to remain operating at a good level of service. Good operating conditions are forecast under future conditions. No change in level of service is anticipated as a result of the proposed development.
Optimization of timing splits and phasing lengths will accommodate future projected growth. No other improvements are warranted or recommended for this intersection.
5.3.2 Proposed Access Road and Hospital Gate
Under future total conditions, the proposed site access intersection is forecast to operate at a good level of service with all movements within capacity.
Total traffic volumes were further analyzed to determine if a northbound left turn lane or a southbound right turn lane would be warranted for installation.
The warrants for left turn lanes follow the requirements in the Ministry of Transportation’s (MTO) Geometric Design Standards Manual. It was determined that a northbound left turn lane would be warranted. As level of service “A” is the lowest threshold for delay, implementation of a northbound left turn lane along Hospital Gate would be negligible, as the shared northbound left/through-through/right movement is projected to operate at a level of service “A” with no more than five (5) seconds of delay under total traffic conditions.
Although right turns are generally made more efficiently than left turns movements, exclusive right turns are often provided, for many of the same reasons that left turn lanes are provided. In general, an exclusive right turn lane should be considered when the volume of right turning vehicles is 10 to 20 percent of the through volume, subject to a minimum of 60 vehicles per hour in the design hour. Due to our trip distribution and assignment assumptions, no site traffic was assigned to be arriving from the north along Hospital Gate road. As the subject site is anticipated to be a low traffic generator, if site traffic were to arrive from the north via Hospital Gate, it is anticipated that volumes would not be significant to trigger the warrant threshold for a right turn lane.
Therefore, no improvements are recommended for this intersection.
Paradigm Transportation Solutions Limited | Page 26 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
5.3.3 Dundas Street West and Hospital Gate
The intersection currently operates at a good level of service with all movements operating within capacity. With background traffic growth, the intersection is forecast to continue operating at a good level of service. No change in level of service is anticipated due to the proposed development.
Optimization of timing splits and phasing lengths will accommodate future projected growth. No other improvements are warranted or recommended for this intersection.
Paradigm Transportation Solutions Limited | Page 27 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
5.4 Transit, Cycling, and Walking
The subject site is already and will be reasonably served by public transit in the future. Halton Region recently completed the Mobility Management Strategy, which identified Dundas Street as a Transit Priority Corridor. As part of the Municipal Class Environmental Assessment Study for Dundas Street, infrastructure was protected for potential HOV lanes/future BRT lanes. With the recent widening of Dundas Street West a bus stop was constructed at the northwest corner of Dundas Street West and Hospital Gate, located in front of the proposed development, less than 100.0 metres walking distance away.
Based on the conservative (errs on the high side) site trip generation it is estimated that the proposed development could generate less than seven (7) transit trips in either peak hour. Even with an assumption of doubling the current transit modal split in the future, the additional transit riders could be less than 15 per hour for the proposed development.
No change to existing or planned future transit service, routing, or stop locations are seen to be required due to the proposed development.
With respect to cycling, there would be no off-site cycle lane improvements related to the proposed development.
No change is required to the pedestrian signal timings as the currently timings would adequately accommodate senior crossings. No change would be required to the sidewalk facilities as the sidewalk network is complete within the surrounding study area. Pedestrian connections to the existing network would be provided via walkways.
Paradigm Transportation Solutions Limited | Page 28 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
5.5 Sightline Assessment
The proposed access road on Hospital Gate is located approximately 120.0 metres north of the centreline of Dundas Street west. It is noted that the access road will be generally aligned opposite an existing roadway that provides access to the Oakville Trafalgar Memorial Hospital. To assess sightlines at this location, sight distance measurements were taken in the field.
The Transportation Association of Canada’s (TAC) “Geometric Design Guide for Canadian Roads” provides criteria for assessing sightlines. The appropriate consideration in this case is the sight distance available for an approaching vehicle on Hospital Gate to see a vehicle exiting from the new access road compared to the distance required for that driver to make a complete stop. This is referred to as stopping sight distance.
A design speed of 70 kilometres per hour (20 kilometres per hour over the assumed statutory 50 kilometres per hour) was used for analysis purposes.
Based on the formulae provided in Section 1.2.5.2 and Figure 2.3.3.6 in the TAC Guide, the minimum stopping sight distance for a 70 km/h design speed is 110 metres for a roadway with a flat grade.
A sight distance measurement was taken from the proposed access road location to the north along Hospital Gate, and it was found that a clear sightline is provided all the way to the signalized intersection with William Halton Parkway. The available sight distance satisfies the minimum stopping sight distance criteria for a 70 km/h design speed.
A sight distance measurement was taken from the proposed access road location to the south along Hospital Gate, and it was found that a clear sightline is provided all the way to the signalized intersection with Dundas Street West. The available sight distance satisfies the minimum stopping sight distance criteria for a 70 km/h design speed.
It is noted that the adjacent signalized intersections north and south of the proposed access road will help to meter traffic which will assist with sight distance by providing gaps in the traffic stream approaching from the north and south along Hospital Gate.
Paradigm Transportation Solutions Limited | Page 29 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
6 Parking Considerations
The applicant is seeking a reduction to required parking to allow the proposed building to be constructed with fewer parking spaces than what is required under the current By-law. This section will outline the By-law requirements, Institute of Transportation Engineers (ITE) estimated parking demands, and the results of several proxy sites parking demand data in order to justify the proposed lower parking provisions for the subject site.
6.1 Current Zoning By-law Requirements
The current site specific zoning under North Oakville Zoning By-law 2009- 189 requires 0.50 parking spaces per dwelling unit or suite. Under this By- law, a total of 91 parking spaces would be required to service the 182 proposed units. A total of 85 parking spaces is proposed for the site which results in a deficiency of 6 parking spaces. Table 6.1 summarizes the Zoning By-law parking requirements.
TABLE 6.1: ZONING BY-LAW REQUIREMENTS VS. PROPOSED SUPPLY
Spaces Spaces Surplus/ Units By-law Requirements Required Proposed Deficit
182 Units 0.50 spaces/unit or suite 91 85 -6
6.2 ITE Estimated Parking Demand
The Institute of Transportation Engineers (ITE) Parking Generation, 4th Edition provides data on surveys across the USA and Canada of peak parking demands for different land uses. Land use codes 253 (Congregate Care Facility) and 254 (Assisted Living) were examined as they best represent the proposed development to determine the expected parking demand. Table 6.2 summarizes the data and Table 6.3 summarizes the estimated ITE parking demand calculations.
TABLE 6.2: ITE PARKING GENERATION
Reported Average Land Use Code Weekday Peak Period Parking Demand LUC 253 0.41 spaces/unit Congregate Care Facility LUC 254 0.41 spaces/unit Assisted Living
Paradigm Transportation Solutions Limited | Page 30 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
TABLE 6.3: ITE PARKING REQUIREMENTS
Parking Spaces Parking Surplus/ Units Day Rate Required Supply Deficit 0.41 182 Weekday 75 85 +10 spaces/unit
The 85 parking spaces to be provided indicates that there is a surplus of parking under weekday average demands.
6.3 Parking Utilization Surveys
From Paradigm’s database, parking surveys for two retirement homes are detailed and examined. These two sites were selected based upon similar development statistics and their surrounding site environs. Details of each site is documented below.
Royal Henley Retirement Residence
582 Ontario Street, St. Catharines, Ontario;
A total of 118 suites in a mix of studio, one bedroom and two bedroom units;
Two living options offered as follows: • 94 independent living suites; and • 24 assisted living suites
Common dining room for all residences;
93 parking spaces provided on-site; and
Site is located adjacent to transit facilities.
Lundy Manor Retirement Residence
7860 Lundy’s Lane, Niagara Falls, Ontario;
94 suites in a mix of studio and one bedroom units;
Both independent and assisting living suites are offered. Specific numbers of units by type was not available as it is proprietary information;
Common dining room for all residences;
42 parking spaces provided on-site; and
Site is located adjacent to transit facilities.
Parking surveys were conducted on one weekday and one weekend day between the hours of 10:00 AM and 6:00 PM. It is noted that weekdays during the day have the highest demand for parking; however, weekends were collected to ensure that any increases due to visitor parking demands
Paradigm Transportation Solutions Limited | Page 31 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
were captured. Data was collected in 10 minute intervals to ensure that any short-term parking demand spikes were observed in addition to the “typical” demand for the sites. Table 6.4 summarizes the findings of the parking demand survey results.
TABLE 6.4: OBSERVED PARKING DEMAND, OCCUPANCY AND STALL TO UNIT RATIO
Royal Henley Site % Stall to Unit Number of Suites 118 # Stalls Occupancy Ratio Weekday Maximum 56 60% 0.47 Parking Demand Weekend Maximum 47 93 51% 0.40 Parking Demand Average Parking 52 56% 0.44 Demand Lundy Manor Site % Stall to Unit Number of Suites 94 # Stalls Occupancy Ratio Weekday Maximum 26 62% 0.28 Parking Demand Weekend Maximum 23 42 55% 0.24 Parking Demand Average Parking 25 58% 0.26 Demand Both Site Combined % Stall to Unit Number of Suites 212 # Stalls Occupancy Ratio Weekday Maximum 82 61% 0.39 Parking Demand Weekend Maximum 70 135 52% 0.33 Parking Demand Average Parking 77 57% 0.36 Demand
6.4 Summary of Parking Demand
The number of parking spaces required to service the proposed development was calculated based upon the ITE estimates and the observed stall to unit ratios from the survey data. Table 6.5 provides a summary of the methodologies and the estimated parking demand for the proposed development.
Paradigm Transportation Solutions Limited | Page 32 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
TABLE 6.5: SUMMARY OF PARKING DEMAND ESTIMATES
Estimated Spaces Surplus/ Methodology Rate/Unit Demand Proposed Deficit Town Zoning 0.50 91 85 -6 Requirements spaces/unit
0.41 ITE Weekday 75 85 +10 spaces/unit
Parking Survey 0.47 (Based on maximum 85 85 - spaces/unit stall demand) Parking Survey 0.36 (Based on average 66 85 +19 spaces/unit maximum stall demand)
Based on the Town’s parking requirement, the proposed development has a potential shortfall of 6 parking spaces. Based on the ITE Parking Generation and the collected parking survey data there is a potential surplus of parking spaces.
The ITE Parking Generation data and parking demand survey data provides justification for the use of a relaxed parking rate of 0.47 spaces per unit. The proposed 85 parking spaces on-site should adequately accommodate the parking demands of the proposed development.
6.5 Parking Management Measures
The expected peak parking demand for the proposed development is between 66 and 85 spaces which can be accommodated by the proposed 85 on-site spaces. Several parking management measures could be considered by the applicant to help further reduce the overall parking demands. Some potential measures would include the following:
Promote Transit Use by Staff and Visitors. As the site is served by Oakville Transit services, the applicant should consider promoting the use of transit by staff and visitors. Transit route and pass information could be made available in the lobby of the building to encourage transit usage when possible. This may encourage some staff and visitors to switch to transit instead of driving, further reducing the demand for on-site parking.
Promote Use of Available Off-Site Parking by Visitors. On the infrequent occasions when needed, indicate to visitors that off-site parking is available near the site. This may help to alleviate any potential shortfall in parking that may occur on the site, especially during peak visitation times such as Easter and Christmas.
Paradigm Transportation Solutions Limited | Page 33 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
The foregoing measures represent steps that could be taken to alleviate any possible future parking problems especially during peak visitation periods such as holidays.
Paradigm Transportation Solutions Limited | Page 34 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
7 Vehicle Turning Plans
An AutoTurn analysis has been conducted to ensure that no issues or conflicts are present with the loading area, drop-off area, and circulation through the site for a garbage truck, ambulance/patient transfer vehicle, and a tractor trailer truck. In addition, vehicle swept paths for passenger vehicles were checked at-grade and for the underground parking structure.
Figure 7.1A, Figure 7.1B, Figure 7.1C, and Figure 7.1D illustrate the swept paths of the vehicles at-grade. Figure 7.2 illustrates the swept paths for a passenger vehicle through the underground parking structure. Vehicle dimensions utilized in the analysis are detailed on each figure. Findings of the analysis are summarized below:
At-Grade:
No on-site circulation issues are noted;
The driveway radii at the street front with Hospital Gate is approximately 2.5 metre and functions without issue. It is noted that a larger radius may be beneficial. It is determined that at least a 5.0 or 6.0 metre radius would be acceptable for the Halton refuse collection vehicle;
Passenger vehicles can enter, exit, and traverse the site without any issues; and
Waster management, ambulatory vehicles, and trucks can enter/exit and traverse the site without any issues.
Underground:
No issues are noted for the parking level; and
There is minimal overlap at the corners between vehicles, but that is typical of all underground garages.
Paradigm Transportation Solutions Limited | Page 35 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Figure 7.1A: AutoTURNS – Passenger Vehicle – At-Grade 7.1A
Grade - Figure At AutoTURNS – PassengerVehicle Transportation Impact Study – 2135 Dundas Dundas 2135 Street West, Oakville 170098
Paradigm Transportation Solutions Limited | Page 36 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Figure 7.1B: AutoTURNS – Refuse Collection Vehicle – At-Grade 7.1B
Grade - Figure At AutoTURNS – Refuse Vehicle Collection Transportation Impact Study – 2135 Dundas Dundas 2135 Street West, Oakville 170098
Paradigm Transportation Solutions Limited | Page 37 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Figure 7.1C: AutoTURNS – Emergency/Ambulance Vehicle – At-Grade 7.1C
Grade - Figure At AutoTURNS – Emergency(Ambulance) Vehicle Transportation Impact Study – 2135 Dundas Dundas 2135 Street West, Oakville 170098
Paradigm Transportation Solutions Limited | Page 38 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Figure 7.1D: AutoTURNS – Large Truck – At-Grade 7.1D Grade - Figure At AutoTURNS – Vehicle Truck Large Transportation Impact Study – 2135 Dundas Dundas 2135 Street West, Oakville 170098
Paradigm Transportation Solutions Limited | Page 39 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Figure 7.2: AutoTURNS – Passenger Vehicle – Underground 7.2 Figure AutoTURNS Underground – PassengerVehicle Transportation Impact Study – 2135 Dundas Dundas 2135 Street West, Oakville 170098
Paradigm Transportation Solutions Limited | Page 40 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
8 Pedestrian Circulation Plan
Existing pedestrian and bicycle facilities as well as transit services in the vicinity of the subject site were previously reviewed and detailed in Section 3 of this report. The connectivity of these existing facilities to the subject site is confirmed. Figure 8.1 illustrates the pedestrian circulation plan.
Pedestrian travel within the study area is facilitated by a multi-use trail provided on both sides of Dundas Street and along the west side of Hospital Gate, as well as sidewalks on the east side of Hospital Gate and along the south side of William Halton Parkway. A 2.0 metre wide concrete sidewalk from the subject site will provide a connection to the local pedestrian network.
Designated bicycle facilities are provided along both sides of William Halton Parkway between Hospital Gate and Third Line. A designated portion of the existing roadway for use by cyclists only is provided. The cycle lanes provided along William Halton Parkway are marked by a painted white line. These cycle lanes have bicycle symbols on the pavement and are identified by dedicated signs along the roadway. There are currently no other designated bicycle facilities provided on the study area roads.
A multi-use trail is provided on both sides of Dundas Street between Bronte Road to east of Proudfoot Trail, along the west side of Hospital Gate between William Halton Parkway and Dundas Street West, and along the north side of William Halton Parkway between Hospital Gate and Third Line. This facility is a two-way path physically separated from the travelled portion of a roadway by barrier curb and/or open space. The site is conveniently connected to the local cycling network.
The McCraney Creek Trail is an off-road trail located south of the subject site. This trail runs alongside a waterway that flows into the Fourteen Mile creek. The trail runs from Dundas Street West down to the Indian Ridge Trail at the Queen Elizabeth Way. Local pedestrian and cycling facilities have direct connections to access this trail.
Transit is readily accessible from the subject site, with transit stops located less than 300 metres walking distance.
The proposed site plan facilities adequately accommodate pedestrians and cyclists. The site is very well connected into the local active transportation network. The pedestrian facilities of the adjacent streets within the study area provide excellent opportunities for walking including accessible connections to local transit.
Paradigm Transportation Solutions Limited | Page 41 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Figure 8.1: Pedestrian Circulation Plan 8.1 Plan
Figure Pedestrian Circulation Circulation Pedestrian Transit Stop (BusShelter) Use Path - Sidewalk Multi Transportation Impact Study – 2135 Dundas Dundas 2135 Street West, Oakville 170098
Paradigm Transportation Solutions Limited | Page 42 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
9 Conclusions and Recommendations
9.1 Conclusions
The conclusions of the Traffic Impact Study are as follows:
Existing Conditions
All intersections in the study area currently operate at good levels of service, within capacity and with no critical movements during the weekday AM and PM peak hours.
Future Background Conditions
With future background traffic volumes, operations at the study area intersections are forecasted to continue operating at good levels of service, within capacity and with no critical movements during the weekday AM and PM peak hours.
Future Total Conditions
The proposed development is forecast to generate 83 trips during the AM peak hour and 98 trips during the PM peak hour.
With future total traffic volumes, operations at the study area intersections are expected to deteriorate slightly from future background conditions, but are forecast to continue operating at good levels of service and well within capacity.
No improvements are required at the study area intersections. The existing transportation network will be able to accommodate the proposed development.
Parking Justification
The proposed parking supply of 85 spaces provided at the rate of 0.47 spaces/unit should adequately accommodate the parking demands of the proposed development. Justification is provided by parking utilization surveys conducted at proxy sites with similar characteristics and site environs. Furthermore, data from the ITE Parking Generation Manual indicates the proposed parking supply would result in a surplus of parking.
Vehicle Turning Plans
Passenger vehicles, refuse collections vehicles, emergency (ambulance) vehicles, and trucks would be able to traverse and circulate on-site, access the loading area and drop-off area without any significant issues.
Paradigm Transportation Solutions Limited | Page 43 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Pedestrian Circulation Plan
The proposed site plan facilities adequately accommodates pedestrians and cyclists. The site is very well connected into the local active transportation network. The pedestrian facilities of the adjacent streets within the study area provide excellent opportunities for walking including accessible connections to local transit.
9.2 Recommendations
It is recommended that:
The Town of Oakville and Regional Municipality of Halton recognize the conclusions drawn above; and
The zoning by-law amendment application be approved from a transportation perspective.
Paradigm Transportation Solutions Limited | Page 44 2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Appendix A
Pre-Consultation Correspondence Town of Oakville Staff Halton Region Staff
Paradigm Transportation Solutions Limited | Appendices
Adrian Soo
From: Syed Rizvi
Hi Adrian, Considering the study area for this development it is only recommended to apply growth rates along Dundas Street for analysis of future conditions. However it is highly desirable to consider pedestrian activity at hospital Gate intersection on Dundas Street. Demand for any change in signal timing or addition of walk/don’t walk signal head should also be part of analysis at this location. Let me know if you have any questions. Thanks Syed
From: Adrian Soo [mailto:[email protected]] Sent: Wednesday, May 17, 2017 3:05 PM To: Syed Rizvi
Afternoon Syed,
Thank you for your comments.
To confirm – are they any nearby approved or in‐stream developments that we should include as part of our future background traffic forecasts?
Regards,
Adrian Soo, P.Eng. Transportation Engineer
Paradigm Transportation Solutions Limited p: 416.479.9684 x509 m: 647.637.4946
From: Syed Rizvi [mailto:[email protected]] Sent: May 17, 2017 3:00 PM To: Adrian Soo
Hi Adrian, Regarding the scope of the study I have following comments added in red below. Let me know if you have any questions regarding my comments. 1 Thanks Syed
Syed Rizvi, M.Sc., P. Eng Transportation Engineer Engineering & Construction Town of Oakville | 905-845-6601, ext.3981 | www.oakville.ca
Complete our Community Development customer service survey
Vision: To be the most livable town in Canada Please consider the environment before printing this email. http://www.oakville.ca/privacy.html
From: Adrian Soo [mailto:[email protected]] Sent: Thursday, May 11, 2017 9:04 AM To: Syed Rizvi
Good Morning,
Paradigm would like to inform both the Town of Oakville and the Region of Halton that we will be undertaking a Transportation Impact Assessment for a proposed upscale retirement residence with a mix of independent living, assisted living and secure care units located at the municipal addresses of 2135 Dundas Street West. The proposed development would consist of 180 units with access provided from an access road via Hospital Gate. It is noted that the location of this access road is a far removed as possible from the Dundas Street intersection and could still allow for the realization of a through road along the north property line. No access will be provided via Dundas Street.
We are seeking your input on the Terms of Reference below. We ask that you please review to ensure the scope of the study is acceptable and to provide comments if necessary. If you are not the correct contact – can you please forward this on to the appropriate individual.
TERMS OF REFERENCE 1. The study will follow the Town of Oakville’s “North Oakville Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies” and will also follow Halton Region’s Transportation Impact Study Guidelines.
2. The study area is defined by the following intersections: ‐ Dundas Street West & Hospital Gate; and ‐ Hospital Gate & Proposed driveway connection. Add ‐ Hospital Gate & William Halton Parkway intersection The study area was selected given the anticipated low trip generation during peak hours. (Town and Region to confirm that this is satisfactory)
3. The existing conditions will be assessed based on an analysis of available traffic counts and signal timing plans. If data is unavailable or more than two years old, Paradigm will undertake new traffic counts. Paradigm will also undertake a site visit to observe and assess current road and transportation conditions during peak periods. (Town and Region to confirm that this is satisfactory) (town agree to the proposed data time period to be used for the study)
4. The analysis periods are assumed to be weekday AM and PM peak hours. (Town and Region to confirm that this is satisfactory) (town agrees to the analysis peak hours)
2
5. The future horizon year for forecasting and analysis would be for an assumed horizon year five years from existing base year 2017. (Town and Region to confirm that this is satisfactory) (town agrees to the proposed horizon year)
6. The Future Background traffic forecast will be determined by applying a growth rate to the base year volumes and adding anticipated trips from nearby approved or in‐stream developments. (Town and Region to confirm that this is satisfactory, and advise on an appropriate growth rate as well as other developments to take into account) (for growth rates along Dundas Street and assumptions on HOV/BRT –Please confirm with Halton Region Staff)
7. Site trip generation will be estimated based on information in the 9th Edition of the “Trip Generation Manual” published by the Institute of Transportation Engineers (ITE). The site vehicle trips will be distributed to the proposed site accesses according to the current site plan and the study area road network based on existing traffic patterns. (Town and Region to confirm that this is satisfactory) (town agrees to the trip gen methodology)
8. Future Total traffic forecasts will be the sum of the future background and site trip forecasts. (town agrees to the methodology of future traffic forecast)
9. An operational analysis will be undertaken to assess Future Total traffic conditions (with the development and including site access intersections) for the analysis periods. The analysis will identify any deficiencies as well as road network improvements such as the need to provide auxiliary turn lanes or additional traffic control devices will be identified. (Town and Region to confirm that this is satisfactory) (Should follow the TIS guidelines to recommend possible Traffic impacts mitigation measures)
Can the Region confirm the status of transit initiatives (BRT/HOV) on Dundas Street W for existing and future conditions.
10. In addition to the operational analysis, transit impact, cycling facilities, and pedestrian facilities analysis will be undertaken as described within the North Oakville TOR. (town agrees to the methodology, approval is subject to review by the town staff)
11. An AutoTURN assessment will be undertaken to identify any conflicts with the loading area, drop off area and circulation through the site for a garbage truck and ambulance/patient transfer vehicle. (town agrees to the methodology, approval is subject to review by the concern town department)
If you could please confirm receipt of this request for pre‐study consultation that would be greatly appreciated.
Regards,
Adrian Soo, P.Eng. Transportation Engineer
Paradigm Transportation Solutions Limited 5000 Yonge Street, Suite 1901, Toronto, ON M2N 7E9 p: 416.479.9684 x509 m: 647.637.4946 e: [email protected] w: www.ptsl.com
3 This e-mail and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this e-mail in error please notify the sender immediately. Please note that any views or opinions presented in this e-mail are solely those of the author and do not necessarily represent those of Paradigm Transportation Solutions Limited. Finally, the recipient should check this e-mail and any attachments for the presence of viruses. Paradigm Transportation Solutions Limited accepts no liability for any damage caused by any virus transmitted by this e-mail. This e-mail and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this e-mail in error please notify the sender immediately. Please note that any views or opinions presented in this e-mail are solely those of the author and do not necessarily represent those of Paradigm Transportation Solutions Limited. Finally, the recipient should check this e-mail and any attachments for the presence of viruses. Paradigm Transportation Solutions Limited accepts no liability for any damage caused by any virus transmitted by this e-mail.
4 Adrian Soo
From: Krusto, Matt
Hi Adrian,
The New North Oakville Transportation Corridor Class EA Study was completed in 2010 and was for the new Burnhamthorpe Road (now called William Halton Parkway, as you are aware) 4 lane road corridor across North Oakville. The EA Study should be referenced for acceptable and accurate future traffic volumes for 2021.
Please see the attached link to the study web site.
I hope this helps. http://www.halton.ca/cms/one.aspx?portalId=8310&pageId=22692
Matt
Matt Krusto Transportation Planning Coordinator Infrastructure Planning & Policy Public Works Halton Region 905-825-6000, ext. 7225 | 1-866-442-5866
Right-click or tap and hold here to do wnload pictures. To help protect your privacy, Outlook prevented automatic download of this picture from the Internet. Right-click or tap and hold here to download pictures. To help protect your priv Right-click or tap and hold here to do w Halton Region logo prev ented automatic download of this picture from the Internet. To help protect your privacy, Outlook Twitter logo auto matic downlo ad o f this picture from YouTube logo
Right-click or tap and hold here to download pictures. To help protect your privacy, Outlook prevented automatic download of this picture from the Internet.
From: Adrian Soo [mailto:[email protected]] Sent: Wednesday, May 17, 2017 3:44 PM To: Gariscsak, Anne Cc: Krusto, Matt; Brooks, Laurielle Subject: RE: Transportation Impact Study (TIS) Pre-Consultation: 2135 Dundas Street W, North Oakville, Halton Region -Response
Afternoon,
During pre‐consultation with Town of Oakville staff, they have requested that we include the intersection of William Halton Parkway & Hospital Gate to our study area.
Can the Region please advise of a suitable growth rate for use along the subject section of William Halton Parkway?
1 Regards,
Adrian Soo, P.Eng. Transportation Engineer
Paradigm Transportation Solutions Limited p: 416.479.9684 x509 m: 647.637.4946
From: Gariscsak, Anne [mailto:[email protected]] Sent: May 1, 2017 11:47 AM To: Adrian Soo
Halton Region staff have reviewed your proposed Terms of Reference for the subject Traffic Study and have the following comments:
Halton’s Transportation Impact Study Guidelines (January 2015) must also be reviewed and followed ‐ http://www.halton.ca/cms/One.aspx?portalId=8310&pageId=12612
For the 2017 analysis, actual 2017 turning movement counts must be used, and ideally new same‐day counts should be completed for the study.
For the corridor growth along Dundas Street, the use of a 3% growth factor is acceptable. This is consistent with the Dundas Street Municipal Class EA Study (Bronte Road to Proudfoot Trail) and the recommended use of 3% corridor growth rate.
Regarding future transit initiatives such as HOV and BRT, the section of Dundas Street from Neyagawa Blvd to Oak Park Drive must be constructed to 6 lanes. This is anticipated to be completed by 2019. Following that, a review and detailed plan must be undertaken for the implementation of HOV lanes. This timing is currently undetermined. For the purposes of this study ‐ As part of the Municipal Class Environmental Assessment Study for Dundas Street, infrastructure was protected for potential HOV lanes/future BRT lanes. In addition, Halton Region recently completed the Mobility Management Strategy, which identified Dundas Street as a Transit Priority Corridor. The Traffic Study must outline the recommended use of a 0.80 lane utilization factor, in support of the assumption that 20% of curb lane capacity (at 6 lanes) will be assigned to HOV/transit usage under the 2022 (5 year horizon) scenario.
All other assumptions and references for the Study terms of reference are acceptable.
In addition, please note that in addition to the required TIS, Halton Region staff also had the following transportation related comments at the pre consultation meeting for the subject address:
There are no right‐of‐way requirements, as all has been taken previously and is currently in place.
2 Halton, as part of our Dundas Street widening from 4 to 6 lanes through this section, has constructed a bus bay/stop at the northwest corner of Dundas Street at Hospital Gate, in front of the proposed development.
No access is proposed to Dundas Street, with the site’s main access to be from Hospital Gate.
Any proposed (new) signage, plantings etc., for the site must be placed outside of the new Regional right‐of‐way (on private property).
A Traffic Impact Study (TIS) must be completed by a qualified Transportation consultant for the proposed development. The study must be completed as per Halton's Traffic Impact Study Guidelines. The final study, its assumptions & recommendations must be to the satisfaction of Transportation Planning and approved by Halton Region. The TIS Guidelines are available on‐line at www.halton.ca/common/pages/UserFile.aspx?fileId=17614
A Noise Assessment Study must be completed by a qualified Noise consultant for the proposed development. The study must be completed as per Halton’s Noise Abatement Policy. The final study, its assumptions & recommendations must be to the satisfaction of Transportation Planning and approved by Halton Region.
Should you have any additional questions in this regard, please contact Matt Krusto ( cc’d )or I.
Thank you, Anne Gariscsak.
Anne Gariscsak, MCIP RPP Planner Planning Services Legislative & Planning Services Halton Region 905-825-6000, ext. 7109 | 1-866-442-5866
Right-click or tap and hold here to do wnload pictures. To help protect your privacy, Outlook prevented automatic download of this picture from the Internet. Right-click or tap and hold here to download pictures. To help protect your priv Right-click or tap and hold here to do w Halton Region logo prev ented automatic download of this picture from the Internet. To help protect your privacy, Outlook Twitter logo auto matic downlo ad o f this picture from YouTube logo
Right-click or tap and hold here to download pictures. To help protect your privacy, Outlook prevented automatic download of this picture from the Internet.
This message, including any attachments, is intended only for the person(s) named above and may contain confidential and/or privileged information. Any use, distribution, copying or disclosure by anyone other than the intended recipient is strictly prohibited. If you are not the intended recipient, please notify us immediately by telephone or e-mail and permanently delete the original transmission from us, including any attachments, without making a copy.
This e-mail and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this e-mail in error please notify the sender immediately. Please note that any views or opinions presented in this e-mail are solely those of the author and do not necessarily represent those of Paradigm Transportation Solutions Limited. Finally, the recipient should check this e-mail and any attachments for the presence of viruses. Paradigm Transportation Solutions Limited accepts no liability for any damage caused by any virus transmitted by this e-mail.
3
2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Appendix B
Traffic Data
Paradigm Transportation Solutions Limited | Appendices
Paradigm Transportation Solutions Limited Count Name: Dundas Street West & Hospital 22 King Street South, Suite 300 Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 1
Turning Movement Data Dundas Street West Dundas Street West Hospital Gate Eastbound Westbound Southbound Start Time Left Thru U-Turn Peds App. Total Thru Right U-Turn Peds App. Total Left Right U-Turn Peds App. Total Int. Total 7:00 AM 45 365 0 0 410 112 34 0 0 146 13 6 0 0 19 575 7:15 AM 46 429 1 0 476 126 28 0 0 154 13 6 0 0 19 649 7:30 AM 42 471 0 0 513 182 48 0 0 230 20 13 0 0 33 776 7:45 AM 67 433 0 0 500 184 49 0 0 233 34 20 0 0 54 787 Hourly Total 200 1698 1 0 1899 604 159 0 0 763 80 45 0 0 125 2787 8:00 AM 39 421 0 1 460 221 30 0 1 251 29 17 0 0 46 757 8:15 AM 43 447 0 0 490 215 42 0 0 257 14 12 0 0 26 773 8:30 AM 37 395 0 0 432 262 46 0 1 308 18 8 0 0 26 766 8:45 AM 44 376 0 0 420 227 43 0 2 270 18 7 0 1 25 715 Hourly Total 163 1639 0 1 1802 925 161 0 4 1086 79 44 0 1 123 3011 9:00 AM 31 322 0 0 353 206 31 0 0 237 17 9 0 0 26 616 9:15 AM 28 299 0 0 327 191 31 0 0 222 31 8 0 0 39 588 9:30 AM 26 254 0 0 280 160 35 0 0 195 17 7 0 0 24 499 9:45 AM 26 221 0 0 247 179 32 0 1 211 27 13 0 1 40 498 Hourly Total 111 1096 0 0 1207 736 129 0 1 865 92 37 0 1 129 2201 *** BREAK *** ------11:30 AM 14 193 0 0 207 174 31 0 0 205 41 24 0 0 65 477 11:45 AM 16 214 0 0 230 190 25 1 0 216 43 23 0 0 66 512 Hourly Total 30 407 0 0 437 364 56 1 0 421 84 47 0 0 131 989 12:00 PM 14 194 0 0 208 208 18 0 0 226 45 20 0 0 65 499 12:15 PM 28 198 1 0 227 182 24 0 0 206 41 21 0 0 62 495 12:30 PM 18 191 0 0 209 225 25 0 0 250 49 13 0 0 62 521 12:45 PM 11 208 0 0 219 213 42 1 0 256 34 18 0 0 52 527 Hourly Total 71 791 1 0 863 828 109 1 0 938 169 72 0 0 241 2042 1:00 PM 25 169 0 0 194 243 20 1 1 264 31 11 0 1 42 500 1:15 PM 11 193 0 1 204 200 29 1 0 230 30 24 0 0 54 488 *** BREAK *** ------Hourly Total 36 362 0 1 398 443 49 2 1 494 61 35 0 1 96 988 3:00 PM 12 198 0 0 210 319 22 0 1 341 84 46 0 0 130 681 3:15 PM 11 240 0 0 251 438 17 0 0 455 75 42 0 0 117 823 3:30 PM 12 212 0 1 224 464 17 0 0 481 72 32 0 0 104 809 3:45 PM 14 255 0 0 269 498 19 0 0 517 53 38 0 1 91 877 Hourly Total 49 905 0 1 954 1719 75 0 1 1794 284 158 0 1 442 3190 4:00 PM 10 228 0 0 238 481 19 0 0 500 87 44 0 1 131 869 4:15 PM 11 251 0 0 262 514 20 0 0 534 58 22 0 0 80 876 4:30 PM 12 274 0 0 286 411 24 0 0 435 67 24 0 0 91 812 4:45 PM 5 295 0 1 300 470 25 0 0 495 46 17 0 0 63 858 Hourly Total 38 1048 0 1 1086 1876 88 0 0 1964 258 107 0 1 365 3415 5:00 PM 9 302 0 0 311 474 17 0 0 491 54 26 0 0 80 882 5:15 PM 10 351 1 0 362 501 20 1 0 522 35 19 0 0 54 938 5:30 PM 10 307 0 0 317 471 11 0 0 482 67 13 0 0 80 879 5:45 PM 7 291 0 0 298 414 10 0 0 424 29 19 0 0 48 770 Hourly Total 36 1251 1 0 1288 1860 58 1 0 1919 185 77 0 0 262 3469 Grand Total 734 9197 3 4 9934 9355 884 5 7 10244 1292 622 0 5 1914 22092 Approach % 7.4 92.6 0.0 - - 91.3 8.6 0.0 - - 67.5 32.5 0.0 - - - Total % 3.3 41.6 0.0 - 45.0 42.3 4.0 0.0 - 46.4 5.8 2.8 0.0 - 8.7 - Lights 710 8721 3 - 9434 8730 830 5 - 9565 1263 597 0 - 1860 20859 % Lights 96.7 94.8 100.0 - 95.0 93.3 93.9 100.0 - 93.4 97.8 96.0 - - 97.2 94.4 Mediums 23 313 0 - 336 443 51 0 - 494 29 23 0 - 52 882 % Mediums 3.1 3.4 0.0 - 3.4 4.7 5.8 0.0 - 4.8 2.2 3.7 - - 2.7 4.0 Articulated Trucks 1 163 0 - 164 180 3 0 - 183 0 2 0 - 2 349 % Articulated Trucks 0.1 1.8 0.0 - 1.7 1.9 0.3 0.0 - 1.8 0.0 0.3 - - 0.1 1.6 Bicycles on Road 0 0 0 - 0 2 0 0 - 2 0 0 0 - 0 2 % Bicycles on Road 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 - - 0.0 0.0 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 2 - - % Bicycles on Crosswalk - - - 0.0 - - - - 0.0 - - - - 40.0 - - Pedestrians - - - 4 - - - - 7 - - - - 3 - - % Pedestrians - - - 100.0 - - - - 100.0 - - - - 60.0 - - Paradigm Transportation Solutions Limited Count Name: Dundas Street West & Hospital 22 King Street South, Suite 300 Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 3
Hospital Gate [N] Out In Total 1540 1860 3400 74 52 126 4 2 6 0 0 0 0 0 0 1618 1914 3532
597 1263 0 0 23 29 0 0 2 0 0 0 0 0 0 0 0 0 0 5 622 1292 0 5 R L U P 884 830 51 R 0 0 3 3 0 0 0 0 3 U 10494 9989 Dundas StreetWest[E] 163 342 Out 0 0 2 0 802 346 9355 8730 Total 180 443 18764 19914 T 0 2 1 0 0 L 23 10244 710 734 9565 183 494 In 05/11/2017 7:00 AM 0 2 0 0 In
336 164 Ending At 9434 9934 U
05/11/2017 6:00 PM 5 0 0 0 0 5 0 0 T
20738 19554 313 163 Total 8721 9197 Lights 346 836 0 2
2 0 Mediums Out 466 182 9330 9980 Dundas Street West [W] Articulated Trucks P 7 7 0 0 0 0 0 0 0 0 4 4 P Bicycles on Road Other
Turning Movement Data Plot Paradigm Transportation Solutions Limited Count Name: Dundas Street West & Hospital 22 King Street South, Suite 300 Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 4
Turning Movement Peak Hour Data (7:30 AM) Dundas Street West Dundas Street West Hospital Gate Eastbound Westbound Southbound Start Time Left Thru U-Turn Peds App. Total Thru Right U-Turn Peds App. Total Left Right U-Turn Peds App. Total Int. Total 7:30 AM 42 471 0 0 513 182 48 0 0 230 20 13 0 0 33 776 7:45 AM 67 433 0 0 500 184 49 0 0 233 34 20 0 0 54 787 8:00 AM 39 421 0 1 460 221 30 0 1 251 29 17 0 0 46 757 8:15 AM 43 447 0 0 490 215 42 0 0 257 14 12 0 0 26 773 Total 191 1772 0 1 1963 802 169 0 1 971 97 62 0 0 159 3093 Approach % 9.7 90.3 0.0 - - 82.6 17.4 0.0 - - 61.0 39.0 0.0 - - - Total % 6.2 57.3 0.0 - 63.5 25.9 5.5 0.0 - 31.4 3.1 2.0 0.0 - 5.1 - PHF 0.713 0.941 0.000 - 0.957 0.907 0.862 0.000 - 0.945 0.713 0.775 0.000 - 0.736 0.983 Lights 188 1693 0 - 1881 712 162 0 - 874 95 59 0 - 154 2909 % Lights 98.4 95.5 - - 95.8 88.8 95.9 - - 90.0 97.9 95.2 - - 96.9 94.1 Mediums 2 51 0 - 53 62 6 0 - 68 2 3 0 - 5 126 % Mediums 1.0 2.9 - - 2.7 7.7 3.6 - - 7.0 2.1 4.8 - - 3.1 4.1 Articulated Trucks 1 28 0 - 29 27 1 0 - 28 0 0 0 - 0 57 % Articulated Trucks 0.5 1.6 - - 1.5 3.4 0.6 - - 2.9 0.0 0.0 - - 0.0 1.8 Bicycles on Road 0 0 0 - 0 1 0 0 - 1 0 0 0 - 0 1 % Bicycles on Road 0.0 0.0 - - 0.0 0.1 0.0 - - 0.1 0.0 0.0 - - 0.0 0.0 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk - - - 0.0 - - - - 0.0 ------Pedestrians - - - 1 - - - - 1 - - - - 0 - - % Pedestrians - - - 100.0 - - - - 100.0 ------Paradigm Transportation Solutions Limited Count Name: Dundas Street West & Hospital 22 King Street South, Suite 300 Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 5
Hospital Gate [N] Out In Total 350 154 504 8 5 13 2 0 2 0 0 0 0 0 0 360 159 519
59 95 0 0 3 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 62 97 0 0 R L U P 169 162 R 0 0 1 6 0 0 0 0 0 0 U 1869 1788 Dundas StreetWest[E] Out
Peak Hour Data 28 53 0 0 1 0 56 118 Total 2652 2827 802 712 27 62 T 0 1 2 1 0 0 L 188 191 971 874 28 68 In 05/11/2017 7:30 AM 0 1 0 0 In 53 29 Ending At 1881 1963 U
05/11/2017 8:30 AM 0 0 0 0 0 0 0 0 T
51 28 2840 2662 Total 1693 1772 121
Lights 56 0 1 1 0
65 27 Mediums Out 771 864 Dundas Street West [W] Articulated Trucks P 1 1 0 0 0 0 0 0 0 0 1 1 P Bicycles on Road Other
Turning Movement Peak Hour Data Plot (7:30 AM) Paradigm Transportation Solutions Limited Count Name: Dundas Street West & Hospital 22 King Street South, Suite 300 Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 6
Turning Movement Peak Hour Data (12:15 PM) Dundas Street West Dundas Street West Hospital Gate Eastbound Westbound Southbound Start Time Left Thru U-Turn Peds App. Total Thru Right U-Turn Peds App. Total Left Right U-Turn Peds App. Total Int. Total 12:15 PM 28 198 1 0 227 182 24 0 0 206 41 21 0 0 62 495 12:30 PM 18 191 0 0 209 225 25 0 0 250 49 13 0 0 62 521 12:45 PM 11 208 0 0 219 213 42 1 0 256 34 18 0 0 52 527 1:00 PM 25 169 0 0 194 243 20 1 1 264 31 11 0 1 42 500 Total 82 766 1 0 849 863 111 2 1 976 155 63 0 1 218 2043 Approach % 9.7 90.2 0.1 - - 88.4 11.4 0.2 - - 71.1 28.9 0.0 - - - Total % 4.0 37.5 0.0 - 41.6 42.2 5.4 0.1 - 47.8 7.6 3.1 0.0 - 10.7 - PHF 0.732 0.921 0.250 - 0.935 0.888 0.661 0.500 - 0.924 0.791 0.750 0.000 - 0.879 0.969 Lights 74 704 1 - 779 783 104 2 - 889 149 58 0 - 207 1875 % Lights 90.2 91.9 100.0 - 91.8 90.7 93.7 100.0 - 91.1 96.1 92.1 - - 95.0 91.8 Mediums 8 48 0 - 56 63 7 0 - 70 6 5 0 - 11 137 % Mediums 9.8 6.3 0.0 - 6.6 7.3 6.3 0.0 - 7.2 3.9 7.9 - - 5.0 6.7 Articulated Trucks 0 14 0 - 14 17 0 0 - 17 0 0 0 - 0 31 % Articulated Trucks 0.0 1.8 0.0 - 1.6 2.0 0.0 0.0 - 1.7 0.0 0.0 - - 0.0 1.5 Bicycles on Road 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0 % Bicycles on Road 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 - - 0.0 0.0 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk ------0.0 - - - - 0.0 - - Pedestrians - - - 0 - - - - 1 - - - - 1 - - % Pedestrians ------100.0 - - - - 100.0 - - Paradigm Transportation Solutions Limited Count Name: Dundas Street West & Hospital 22 King Street South, Suite 300 Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 7
Hospital Gate [N] Out In Total 178 207 385 15 11 26 0 0 0 0 0 0 0 0 0 193 218 411
58 149 0 0 5 6 0 0 0 0 0 0 0 0 0 0 0 0 0 1 63 155 0 1 R L U P 111 104 R 0 0 0 7 1 0 0 0 0 1 U Dundas StreetWest[E] 923 855 Out
Peak Hour Data 14 54 0 0 0 0 31 124 Total 1621 1776 863 783 17 63 T 0 0 8 0 0 0 L 74 82 976 889 17 70 In 05/11/2017 12:15 PM 0 0 0 0 In 56 14
779 849 Ending At U
05/11/2017 1:15 PM 2 0 0 0 0 2 0 0 T
48 14 704 766 1899 1744 Total 124
Lights 31 0 0 0 0
68 17 Mediums Out 842 927 Dundas Street West [W] Articulated Trucks P 1 1 0 0 0 0 0 0 0 0 0 0 P Bicycles on Road Other
Turning Movement Peak Hour Data Plot (12:15 PM) Paradigm Transportation Solutions Limited Count Name: Dundas Street West & Hospital 22 King Street South, Suite 300 Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 8
Turning Movement Peak Hour Data (4:45 PM) Dundas Street West Dundas Street West Hospital Gate Eastbound Westbound Southbound Start Time Left Thru U-Turn Peds App. Total Thru Right U-Turn Peds App. Total Left Right U-Turn Peds App. Total Int. Total 4:45 PM 5 295 0 1 300 470 25 0 0 495 46 17 0 0 63 858 5:00 PM 9 302 0 0 311 474 17 0 0 491 54 26 0 0 80 882 5:15 PM 10 351 1 0 362 501 20 1 0 522 35 19 0 0 54 938 5:30 PM 10 307 0 0 317 471 11 0 0 482 67 13 0 0 80 879 Total 34 1255 1 1 1290 1916 73 1 0 1990 202 75 0 0 277 3557 Approach % 2.6 97.3 0.1 - - 96.3 3.7 0.1 - - 72.9 27.1 0.0 - - - Total % 1.0 35.3 0.0 - 36.3 53.9 2.1 0.0 - 55.9 5.7 2.1 0.0 - 7.8 - PHF 0.850 0.894 0.250 - 0.891 0.956 0.730 0.250 - 0.953 0.754 0.721 0.000 - 0.866 0.948 Lights 32 1218 1 - 1251 1881 68 1 - 1950 199 74 0 - 273 3474 % Lights 94.1 97.1 100.0 - 97.0 98.2 93.2 100.0 - 98.0 98.5 98.7 - - 98.6 97.7 Mediums 2 17 0 - 19 22 5 0 - 27 3 1 0 - 4 50 % Mediums 5.9 1.4 0.0 - 1.5 1.1 6.8 0.0 - 1.4 1.5 1.3 - - 1.4 1.4 Articulated Trucks 0 20 0 - 20 12 0 0 - 12 0 0 0 - 0 32 % Articulated Trucks 0.0 1.6 0.0 - 1.6 0.6 0.0 0.0 - 0.6 0.0 0.0 - - 0.0 0.9 Bicycles on Road 0 0 0 - 0 1 0 0 - 1 0 0 0 - 0 1 % Bicycles on Road 0.0 0.0 0.0 - 0.0 0.1 0.0 0.0 - 0.1 0.0 0.0 - - 0.0 0.0 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk - - - 0.0 ------Pedestrians - - - 1 - - - - 0 - - - - 0 - - % Pedestrians - - - 100.0 ------Paradigm Transportation Solutions Limited Count Name: Dundas Street West & Hospital 22 King Street South, Suite 300 Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 9
Hospital Gate [N] Out In Total 100 273 373 7 4 11 0 0 0 0 0 0 0 0 0 107 277 384
74 199 0 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 75 202 0 0 R L U P 73 68 R 0 0 0 5 1 0 0 0 0 1 U 1458 1418 Dundas StreetWest[E] Out
Peak Hour Data 20 20 0 0 1 0 42 32 1916 1881 Total 3207 3282 12 22 T 0 1 2 0 0 0 L 32 34 1990 1950 12 27 In 05/11/2017 4:45 PM 0 1 0 0 In 19 20 Ending At 1251 1290 U
05/11/2017 5:45 PM 1 0 0 0 0 1 0 0 T
17 20 3448 3368 Total 1218 1255
Lights 32 47 0 1 1 0
23 12 Mediums Out 1956 1992 Dundas Street West [W] Articulated Trucks P 0 0 0 0 0 0 0 0 0 0 1 1 P Bicycles on Road Other
Turning Movement Peak Hour Data Plot (4:45 PM) Paradigm Transportation Solutions Limited Count Name: Dundas Street West & Hospital 22 King Street South, Suite 300 Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 10
Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Count Name: Access Road & Hospital Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 1
Turning Movement Data Access Road Hospital Gate Hospital Gate Westbound Northbound Southbound Start Time Left Right U-Turn Peds App. Total Thru Right U-Turn Peds App. Total Left Thru U-Turn Peds App. Total Int. Total 7:00 AM 6 1 0 0 7 52 25 0 0 77 0 13 0 0 13 97 7:15 AM 7 0 0 0 7 49 27 0 0 76 0 13 0 0 13 96 7:30 AM 20 1 0 0 21 61 26 0 0 87 0 16 0 0 16 124 7:45 AM 26 0 0 0 26 83 33 0 0 116 0 28 0 0 28 170 Hourly Total 59 2 0 0 61 245 111 0 0 356 0 70 0 0 70 487 8:00 AM 21 1 0 0 22 56 13 0 0 69 0 25 0 0 25 116 8:15 AM 7 1 0 0 8 76 8 0 0 84 1 17 0 0 18 110 8:30 AM 7 1 0 0 8 79 6 0 0 85 0 19 0 0 19 112 8:45 AM 3 1 0 0 4 73 14 0 0 87 0 21 0 0 21 112 Hourly Total 38 4 0 0 42 284 41 0 0 325 1 82 0 0 83 450 9:00 AM 6 2 0 0 8 59 5 0 0 64 0 21 0 0 21 93 9:15 AM 6 0 0 0 6 49 12 0 0 61 2 34 0 0 36 103 9:30 AM 6 1 0 0 7 53 9 0 0 62 0 17 0 0 17 86 9:45 AM 11 1 0 0 12 45 15 0 0 60 3 25 0 0 28 100 Hourly Total 29 4 0 0 33 206 41 0 0 247 5 97 0 0 102 382 *** BREAK *** ------11:30 AM 11 2 0 0 13 38 8 0 0 46 0 50 0 0 50 109 11:45 AM 9 2 0 0 11 31 9 0 0 40 0 53 0 0 53 104 Hourly Total 20 4 0 0 24 69 17 0 0 86 0 103 0 0 103 213 12:00 PM 14 3 0 0 17 28 5 0 0 33 1 52 0 0 53 103 12:15 PM 13 0 0 1 13 41 10 0 0 51 1 51 0 0 52 116 12:30 PM 14 2 0 1 16 33 12 0 0 45 2 44 0 0 46 107 12:45 PM 5 1 0 0 6 43 9 1 0 53 0 49 0 0 49 108 Hourly Total 46 6 0 2 52 145 36 1 0 182 4 196 0 0 200 434 1:00 PM 5 4 0 2 9 38 6 0 0 44 2 31 0 0 33 86 1:15 PM 9 2 0 1 11 33 9 0 0 42 1 46 0 0 47 100 *** BREAK *** ------Hourly Total 14 6 0 3 20 71 15 0 0 86 3 77 0 0 80 186 3:00 PM 40 2 0 0 42 24 10 0 0 34 0 89 0 0 89 165 3:15 PM 32 1 0 0 33 29 5 0 0 34 4 81 0 0 85 152 3:30 PM 50 2 0 0 52 25 3 0 0 28 1 57 0 0 58 138 3:45 PM 32 0 0 0 32 31 3 0 0 34 2 58 0 0 60 126 Hourly Total 154 5 0 0 159 109 21 0 0 130 7 285 0 0 292 581 4:00 PM 34 0 0 1 34 21 5 0 0 26 1 89 0 0 90 150 4:15 PM 21 3 0 0 24 26 7 0 0 33 0 64 0 0 64 121 4:30 PM 19 1 0 0 20 30 5 0 0 35 1 65 0 0 66 121 4:45 PM 12 4 0 0 16 24 6 0 0 30 2 52 0 0 54 100 Hourly Total 86 8 0 1 94 101 23 0 0 124 4 270 0 0 274 492 5:00 PM 16 1 0 0 17 21 6 1 0 28 1 60 0 0 61 106 5:15 PM 16 1 0 0 17 27 5 0 0 32 0 41 0 0 41 90 5:30 PM 15 0 0 0 15 15 6 0 0 21 2 24 0 0 26 62 5:45 PM 13 0 0 0 13 13 3 0 0 16 1 35 0 0 36 65 Hourly Total 60 2 0 0 62 76 20 1 0 97 4 160 0 0 164 323 Grand Total 506 41 0 6 547 1306 325 2 0 1633 28 1340 0 0 1368 3548 Approach % 92.5 7.5 0.0 - - 80.0 19.9 0.1 - - 2.0 98.0 0.0 - - - Total % 14.3 1.2 0.0 - 15.4 36.8 9.2 0.1 - 46.0 0.8 37.8 0.0 - 38.6 - Lights 496 38 0 - 534 1234 317 2 - 1553 27 1294 0 - 1321 3408 % Lights 98.0 92.7 - - 97.6 94.5 97.5 100.0 - 95.1 96.4 96.6 - - 96.6 96.1 Mediums 10 3 0 - 13 71 7 0 - 78 1 45 0 - 46 137 % Mediums 2.0 7.3 - - 2.4 5.4 2.2 0.0 - 4.8 3.6 3.4 - - 3.4 3.9 Articulated Trucks 0 0 0 - 0 1 0 0 - 1 0 1 0 - 1 2 % Articulated Trucks 0.0 0.0 - - 0.0 0.1 0.0 0.0 - 0.1 0.0 0.1 - - 0.1 0.1 Bicycles on Road 0 0 0 - 0 0 1 0 - 1 0 0 0 - 0 1 % Bicycles on Road 0.0 0.0 - - 0.0 0.0 0.3 0.0 - 0.1 0.0 0.0 - - 0.0 0.0 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk - - - 0.0 ------Pedestrians - - - 6 - - - - 0 - - - - 0 - - % Pedestrians - - - 100.0 ------Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Count Name: Access Road & Hospital Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 3
Hospital Gate [N] Out In Total 1272 1321 2593 74 46 120 1 1 2 0 0 0 0 0 0 1347 1368 2715
1294 27 0 0 45 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1340 28 0 0 T L U P 41 38 R 0 0 0 3 353 344 Out 0 1 0 8 Access Road[E] 506 496 10 L 0 0 0 547 534 13 In 05/11/2017 7:00 AM 0 0 0 Ending At U
05/11/2017 6:00 PM 0 0 0 0 0 0
Total 900 878
Lights 21 Mediums 0 1 0 Articulated Trucks P Bicycles on Road 6 6 0 0 0 0 Other
U T R P 2 1234 317 0 0 71 7 0 0 1 0 0 0 0 1 0 0 0 0 0 2 1306 325 0
1792 1553 3345 55 78 133 1 1 2 0 1 1 0 0 0 1848 1633 3481 Out In Total Hospital Gate [S] Turning Movement Data Plot Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Count Name: Access Road & Hospital Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 4
Turning Movement Peak Hour Data (7:30 AM) Access Road Hospital Gate Hospital Gate Westbound Northbound Southbound Start Time Left Right U-Turn Peds App. Total Thru Right U-Turn Peds App. Total Left Thru U-Turn Peds App. Total Int. Total 7:30 AM 20 1 0 0 21 61 26 0 0 87 0 16 0 0 16 124 7:45 AM 26 0 0 0 26 83 33 0 0 116 0 28 0 0 28 170 8:00 AM 21 1 0 0 22 56 13 0 0 69 0 25 0 0 25 116 8:15 AM 7 1 0 0 8 76 8 0 0 84 1 17 0 0 18 110 Total 74 3 0 0 77 276 80 0 0 356 1 86 0 0 87 520 Approach % 96.1 3.9 0.0 - - 77.5 22.5 0.0 - - 1.1 98.9 0.0 - - - Total % 14.2 0.6 0.0 - 14.8 53.1 15.4 0.0 - 68.5 0.2 16.5 0.0 - 16.7 - PHF 0.712 0.750 0.000 - 0.740 0.831 0.606 0.000 - 0.767 0.250 0.768 0.000 - 0.777 0.765 Lights 74 3 0 - 77 267 79 0 - 346 0 82 0 - 82 505 % Lights 100.0 100.0 - - 100.0 96.7 98.8 - - 97.2 0.0 95.3 - - 94.3 97.1 Mediums 0 0 0 - 0 8 0 0 - 8 1 4 0 - 5 13 % Mediums 0.0 0.0 - - 0.0 2.9 0.0 - - 2.2 100.0 4.7 - - 5.7 2.5 Articulated Trucks 0 0 0 - 0 1 0 0 - 1 0 0 0 - 0 1 % Articulated Trucks 0.0 0.0 - - 0.0 0.4 0.0 - - 0.3 0.0 0.0 - - 0.0 0.2 Bicycles on Road 0 0 0 - 0 0 1 0 - 1 0 0 0 - 0 1 % Bicycles on Road 0.0 0.0 - - 0.0 0.0 1.3 - - 0.3 0.0 0.0 - - 0.0 0.2 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk ------Pedestrians - - - 0 - - - - 0 - - - - 0 - - % Pedestrians ------Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Count Name: Access Road & Hospital Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 5
Hospital Gate [N] Out In Total 270 82 352 8 5 13 1 0 1 0 0 0 0 0 0 279 87 366
82 0 0 0 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 86 1 0 0 T L U P R 3 0 0 0 0 3 Out
Peak Hour Data 81 79 0 1 0 1 Access Road[E] 74 74 L 0 0 0 0 77 77 In 05/11/2017 7:30 AM 0 0 0 0 Ending At U
05/11/2017 8:30 AM 0 0 0 0 0 0
Total Lights 158 156 Mediums 0 1 0 1 Articulated Trucks P Bicycles on Road 0 0 0 0 0 0 Other
U T R P 0 267 79 0 0 8 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 276 80 0
156 346 502 4 8 12 0 1 1 0 1 1 0 0 0 160 356 516 Out In Total Hospital Gate [S] Turning Movement Peak Hour Data Plot (7:30 AM) Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Count Name: Access Road & Hospital Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 6
Turning Movement Peak Hour Data (12:00 PM) Access Road Hospital Gate Hospital Gate Westbound Northbound Southbound Start Time Left Right U-Turn Peds App. Total Thru Right U-Turn Peds App. Total Left Thru U-Turn Peds App. Total Int. Total 12:00 PM 14 3 0 0 17 28 5 0 0 33 1 52 0 0 53 103 12:15 PM 13 0 0 1 13 41 10 0 0 51 1 51 0 0 52 116 12:30 PM 14 2 0 1 16 33 12 0 0 45 2 44 0 0 46 107 12:45 PM 5 1 0 0 6 43 9 1 0 53 0 49 0 0 49 108 Total 46 6 0 2 52 145 36 1 0 182 4 196 0 0 200 434 Approach % 88.5 11.5 0.0 - - 79.7 19.8 0.5 - - 2.0 98.0 0.0 - - - Total % 10.6 1.4 0.0 - 12.0 33.4 8.3 0.2 - 41.9 0.9 45.2 0.0 - 46.1 - PHF 0.821 0.500 0.000 - 0.765 0.843 0.750 0.250 - 0.858 0.500 0.942 0.000 - 0.943 0.935 Lights 43 5 0 - 48 133 32 1 - 166 4 189 0 - 193 407 % Lights 93.5 83.3 - - 92.3 91.7 88.9 100.0 - 91.2 100.0 96.4 - - 96.5 93.8 Mediums 3 1 0 - 4 12 4 0 - 16 0 7 0 - 7 27 % Mediums 6.5 16.7 - - 7.7 8.3 11.1 0.0 - 8.8 0.0 3.6 - - 3.5 6.2 Articulated Trucks 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0 % Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 - - 0.0 0.0 Bicycles on Road 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0 % Bicycles on Road 0.0 0.0 - - 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 - - 0.0 0.0 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk - - - 0.0 ------Pedestrians - - - 2 - - - - 0 - - - - 0 - - % Pedestrians - - - 100.0 ------Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Count Name: Access Road & Hospital Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 7
Hospital Gate [N] Out In Total 138 193 331 13 7 20 0 0 0 0 0 0 0 0 0 151 200 351
189 4 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 196 4 0 0 T L U P R 6 0 0 0 1 5 Out
Peak Hour Data 40 36 0 0 0 4 Access Road[E] 46 43 L 0 0 0 3 52 48 In 05/11/2017 12:00 PM 0 0 0 4 Ending At U
05/11/2017 1:00 PM 0 0 0 0 0 0
Total
Lights 92 84 Mediums 0 0 0 8 Articulated Trucks P Bicycles on Road 2 2 0 0 0 0 Other
U T R P 1 133 32 0 0 12 4 0 0 0 0 0 0 0 0 0 0 0 0 0 1 145 36 0
233 166 399 10 16 26 0 0 0 0 0 0 0 0 0 243 182 425 Out In Total Hospital Gate [S] Turning Movement Peak Hour Data Plot (12:00 PM) Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Count Name: Access Road & Hospital Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 8
Turning Movement Peak Hour Data (3:00 PM) Access Road Hospital Gate Hospital Gate Westbound Northbound Southbound Start Time Left Right U-Turn Peds App. Total Thru Right U-Turn Peds App. Total Left Thru U-Turn Peds App. Total Int. Total 3:00 PM 40 2 0 0 42 24 10 0 0 34 0 89 0 0 89 165 3:15 PM 32 1 0 0 33 29 5 0 0 34 4 81 0 0 85 152 3:30 PM 50 2 0 0 52 25 3 0 0 28 1 57 0 0 58 138 3:45 PM 32 0 0 0 32 31 3 0 0 34 2 58 0 0 60 126 Total 154 5 0 0 159 109 21 0 0 130 7 285 0 0 292 581 Approach % 96.9 3.1 0.0 - - 83.8 16.2 0.0 - - 2.4 97.6 0.0 - - - Total % 26.5 0.9 0.0 - 27.4 18.8 3.6 0.0 - 22.4 1.2 49.1 0.0 - 50.3 - PHF 0.770 0.625 0.000 - 0.764 0.879 0.525 0.000 - 0.956 0.438 0.801 0.000 - 0.820 0.880 Lights 154 4 0 - 158 103 21 0 - 124 7 279 0 - 286 568 % Lights 100.0 80.0 - - 99.4 94.5 100.0 - - 95.4 100.0 97.9 - - 97.9 97.8 Mediums 0 1 0 - 1 6 0 0 - 6 0 6 0 - 6 13 % Mediums 0.0 20.0 - - 0.6 5.5 0.0 - - 4.6 0.0 2.1 - - 2.1 2.2 Articulated Trucks 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0 % Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 Bicycles on Road 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0 % Bicycles on Road 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk ------Pedestrians - - - 0 - - - - 0 - - - - 0 - - % Pedestrians ------Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Count Name: Access Road & Hospital Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 9
Hospital Gate [N] Out In Total 107 286 393 7 6 13 0 0 0 0 0 0 0 0 0 114 292 406
279 7 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 285 7 0 0 T L U P R 5 0 0 0 1 4 Out
Peak Hour Data 28 28 0 0 0 0 Access Road[E] 154 154 L 0 0 0 0 159 158 In 05/11/2017 3:00 PM 0 0 0 1 Ending At U
05/11/2017 4:00 PM 0 0 0 0 0 0
Total Lights 187 186 Mediums 0 0 0 1 Articulated Trucks P Bicycles on Road 0 0 0 0 0 0 Other
U T R P 0 103 21 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 109 21 0
433 124 557 6 6 12 0 0 0 0 0 0 0 0 0 439 130 569 Out In Total Hospital Gate [S] Turning Movement Peak Hour Data Plot (3:00 PM) Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Count Name: Access Road & Hospital Gate Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/11/2017 519-896-3163 [email protected] Page No: 10
Paradigm Transportation Solutions Limited Count Name: William Halton Parkway & Hospital 22 King Street South, Suite 300 Gate - Wednesday Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/24/2017 519-896-3163 [email protected] Page No: 1
Turning Movement Data William Halton Parkway William Halton Parkway Hospital Gate Eastbound Westbound Northbound Start Time Thru Right U-Turn Peds App. Total Left Thru U-Turn Peds App. Total Left Right U-Turn Peds App. Total Int. Total 7:00 AM 7 41 0 0 48 0 17 0 0 17 8 0 0 0 8 73 7:15 AM 21 25 0 0 46 2 10 0 0 12 4 1 0 0 5 63 7:30 AM 26 31 0 0 57 2 20 0 0 22 8 3 0 1 11 90 7:45 AM 50 31 0 0 81 2 19 0 0 21 6 1 0 0 7 109 Hourly Total 104 128 0 0 232 6 66 0 0 72 26 5 0 1 31 335 8:00 AM 30 26 0 0 56 4 24 0 0 28 6 0 0 1 6 90 8:15 AM 54 30 0 0 84 3 17 0 0 20 5 0 0 0 5 109 8:30 AM 42 24 0 0 66 2 12 0 0 14 7 0 0 0 7 87 8:45 AM 34 38 0 0 72 3 7 0 0 10 4 0 1 1 5 87 Hourly Total 160 118 0 0 278 12 60 0 0 72 22 0 1 2 23 373 9:00 AM 19 15 0 0 34 0 13 0 0 13 3 0 0 0 3 50 9:15 AM 11 22 0 0 33 1 8 0 0 9 7 1 0 0 8 50 9:30 AM 11 15 0 0 26 3 9 0 0 12 6 1 1 0 8 46 9:45 AM 9 12 0 0 21 3 4 0 0 7 8 6 1 0 15 43 Hourly Total 50 64 0 0 114 7 34 0 0 41 24 8 2 0 34 189 *** BREAK *** ------11:30 AM 9 15 0 0 24 3 9 0 0 12 14 2 2 0 18 54 11:45 AM 6 16 0 0 22 3 6 0 0 9 14 5 0 0 19 50 Hourly Total 15 31 0 0 46 6 15 0 0 21 28 7 2 0 37 104 12:00 PM 6 11 0 0 17 4 10 0 0 14 17 3 0 2 20 51 12:15 PM 5 12 0 0 17 0 5 0 0 5 13 3 0 0 16 38 12:30 PM 5 7 0 0 12 6 7 0 0 13 12 2 0 0 14 39 12:45 PM 8 3 0 0 11 2 13 0 0 15 2 2 1 0 5 31 Hourly Total 24 33 0 0 57 12 35 0 0 47 44 10 1 2 55 159 1:00 PM 9 6 0 0 15 3 8 0 0 11 13 4 0 0 17 43 1:15 PM 4 12 0 0 16 2 11 0 0 13 4 4 1 0 9 38 *** BREAK *** ------Hourly Total 13 18 0 0 31 5 19 0 0 24 17 8 1 0 26 81 3:00 PM 10 3 0 0 13 3 20 0 0 23 23 5 0 0 28 64 3:15 PM 12 4 1 0 17 6 20 0 0 26 21 4 0 0 25 68 3:30 PM 11 11 0 0 22 2 25 0 0 27 27 2 0 0 29 78 3:45 PM 20 17 0 0 37 3 28 0 0 31 26 4 1 0 31 99 Hourly Total 53 35 1 0 89 14 93 0 0 107 97 15 1 0 113 309 4:00 PM 13 10 0 0 23 2 35 0 0 37 47 6 0 0 53 113 4:15 PM 13 7 0 0 20 4 34 0 0 38 28 3 0 0 31 89 4:30 PM 14 4 0 0 18 3 34 0 0 37 37 1 0 0 38 93 4:45 PM 13 6 0 0 19 1 49 0 0 50 36 1 0 0 37 106 Hourly Total 53 27 0 0 80 10 152 0 0 162 148 11 0 0 159 401 5:00 PM 13 6 0 0 19 1 41 0 0 42 26 2 0 0 28 89 5:15 PM 20 6 0 0 26 0 63 0 0 63 21 2 0 0 23 112 5:30 PM 14 3 0 0 17 0 45 0 0 45 24 5 0 0 29 91 5:45 PM 14 5 0 0 19 1 34 0 0 35 15 1 0 0 16 70 Hourly Total 61 20 0 0 81 2 183 0 0 185 86 10 0 0 96 362 Grand Total 533 474 1 0 1008 74 657 0 0 731 492 74 8 5 574 2313 Approach % 52.9 47.0 0.1 - - 10.1 89.9 0.0 - - 85.7 12.9 1.4 - - - Total % 23.0 20.5 0.0 - 43.6 3.2 28.4 0.0 - 31.6 21.3 3.2 0.3 - 24.8 - Lights 522 471 1 - 994 74 648 0 - 722 485 68 8 - 561 2277 % Lights 97.9 99.4 100.0 - 98.6 100.0 98.6 - - 98.8 98.6 91.9 100.0 - 97.7 98.4 Mediums 8 2 0 - 10 0 8 0 - 8 5 3 0 - 8 26 % Mediums 1.5 0.4 0.0 - 1.0 0.0 1.2 - - 1.1 1.0 4.1 0.0 - 1.4 1.1 Articulated Trucks 0 1 0 - 1 0 0 0 - 0 2 3 0 - 5 6 % Articulated Trucks 0.0 0.2 0.0 - 0.1 0.0 0.0 - - 0.0 0.4 4.1 0.0 - 0.9 0.3 Bicycles on Road 3 0 0 - 3 0 1 0 - 1 0 0 0 - 0 4 % Bicycles on Road 0.6 0.0 0.0 - 0.3 0.0 0.2 - - 0.1 0.0 0.0 0.0 - 0.0 0.2 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk ------0.0 - - Pedestrians - - - 0 - - - - 0 - - - - 5 - - % Pedestrians ------100.0 - - Paradigm Transportation Solutions Limited Count Name: William Halton Parkway & Hospital 22 King Street South, Suite 300 Gate - Wednesday Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/24/2017 519-896-3163 [email protected] Page No: 3
657 648 T 0 1 0 8 William HaltonParkway[E] 1 0 0 0 0 1 U 607 590 Out 11 0 3 3 3 4 0 23 Total 2128 2158 74 74 L 0 0 0 0 8 0 3 0 T 522 533 731 722 In 05/24/2017 7:00 AM 0 1 0 8 1 3 0 In 10
994 Ending At 1008 U
05/24/2017 6:00 PM 0 0 0 0 0 0 2 1 0 0 R 471 474 1338 1312 Total
Lights 19 0 4 3 2 1 0
13 Mediums Out 1134 1150 Articulated Trucks P 0 0 0 0 0 0 William Halton Parkway [W] 0 0 0 0 0 0 P Bicycles on Road Other
U L R P 8 485 68 0 0 5 3 0 0 2 3 0 0 0 0 0 0 0 0 5 8 492 74 5
553 561 1114 2 8 10 1 5 6 0 0 0 0 0 0 556 574 1130 Out In Total Hospital Gate [S] Turning Movement Data Plot Paradigm Transportation Solutions Limited Count Name: William Halton Parkway & Hospital 22 King Street South, Suite 300 Gate - Wednesday Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/24/2017 519-896-3163 [email protected] Page No: 4
Turning Movement Peak Hour Data (7:30 AM) William Halton Parkway William Halton Parkway Hospital Gate Eastbound Westbound Northbound Start Time Thru Right U-Turn Peds App. Total Left Thru U-Turn Peds App. Total Left Right U-Turn Peds App. Total Int. Total 7:30 AM 26 31 0 0 57 2 20 0 0 22 8 3 0 1 11 90 7:45 AM 50 31 0 0 81 2 19 0 0 21 6 1 0 0 7 109 8:00 AM 30 26 0 0 56 4 24 0 0 28 6 0 0 1 6 90 8:15 AM 54 30 0 0 84 3 17 0 0 20 5 0 0 0 5 109 Total 160 118 0 0 278 11 80 0 0 91 25 4 0 2 29 398 Approach % 57.6 42.4 0.0 - - 12.1 87.9 0.0 - - 86.2 13.8 0.0 - - - Total % 40.2 29.6 0.0 - 69.8 2.8 20.1 0.0 - 22.9 6.3 1.0 0.0 - 7.3 - PHF 0.741 0.952 0.000 - 0.827 0.688 0.833 0.000 - 0.813 0.781 0.333 0.000 - 0.659 0.913 Lights 158 118 0 - 276 11 79 0 - 90 25 4 0 - 29 395 % Lights 98.8 100.0 - - 99.3 100.0 98.8 - - 98.9 100.0 100.0 - - 100.0 99.2 Mediums 2 0 0 - 2 0 1 0 - 1 0 0 0 - 0 3 % Mediums 1.3 0.0 - - 0.7 0.0 1.3 - - 1.1 0.0 0.0 - - 0.0 0.8 Articulated Trucks 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0 % Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 Bicycles on Road 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0 % Bicycles on Road 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk ------0.0 - - Pedestrians - - - 0 - - - - 0 - - - - 2 - - % Pedestrians ------100.0 - - Paradigm Transportation Solutions Limited Count Name: William Halton Parkway & Hospital 22 King Street South, Suite 300 Gate - Wednesday Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/24/2017 519-896-3163 [email protected] Page No: 5
80 79 T 0 0 0 1 William HaltonParkway[E] 0 0 0 0 0 0 U 164 162 Peak Hour Data Out 0 0 0 2 3 0 0 0 380 383 Total 11 11 L 0 0 0 0 2 0 0 0 T 158 160 91 90 In 05/24/2017 7:30 AM 0 0 0 1 2 0 0 0 In
276 278 Ending At U
05/24/2017 8:30 AM 0 0 0 0 0 0 0 0 0 0 R 118 118 Total Lights 255 252 0 0 0 3
1 0 0 0 Mediums Out 104 105 Articulated Trucks P 0 0 0 0 0 0 William Halton Parkway [W] 0 0 0 0 0 0 P Bicycles on Road Other
U L R P 0 25 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 25 4 2
129 29 158 0 0 0 0 0 0 0 0 0 0 0 0 129 29 158 Out In Total Hospital Gate [S] Turning Movement Peak Hour Data Plot (7:30 AM) Paradigm Transportation Solutions Limited Count Name: William Halton Parkway & Hospital 22 King Street South, Suite 300 Gate - Wednesday Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/24/2017 519-896-3163 [email protected] Page No: 6
Turning Movement Peak Hour Data (11:30 AM) William Halton Parkway William Halton Parkway Hospital Gate Eastbound Westbound Northbound Start Time Thru Right U-Turn Peds App. Total Left Thru U-Turn Peds App. Total Left Right U-Turn Peds App. Total Int. Total 11:30 AM 9 15 0 0 24 3 9 0 0 12 14 2 2 0 18 54 11:45 AM 6 16 0 0 22 3 6 0 0 9 14 5 0 0 19 50 12:00 PM 6 11 0 0 17 4 10 0 0 14 17 3 0 2 20 51 12:15 PM 5 12 0 0 17 0 5 0 0 5 13 3 0 0 16 38 Total 26 54 0 0 80 10 30 0 0 40 58 13 2 2 73 193 Approach % 32.5 67.5 0.0 - - 25.0 75.0 0.0 - - 79.5 17.8 2.7 - - - Total % 13.5 28.0 0.0 - 41.5 5.2 15.5 0.0 - 20.7 30.1 6.7 1.0 - 37.8 - PHF 0.722 0.844 0.000 - 0.833 0.625 0.750 0.000 - 0.714 0.853 0.650 0.250 - 0.913 0.894 Lights 26 54 0 - 80 10 29 0 - 39 58 13 2 - 73 192 % Lights 100.0 100.0 - - 100.0 100.0 96.7 - - 97.5 100.0 100.0 100.0 - 100.0 99.5 Mediums 0 0 0 - 0 0 1 0 - 1 0 0 0 - 0 1 % Mediums 0.0 0.0 - - 0.0 0.0 3.3 - - 2.5 0.0 0.0 0.0 - 0.0 0.5 Articulated Trucks 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0 % Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - 0.0 0.0 Bicycles on Road 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0 % Bicycles on Road 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - 0.0 0.0 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk ------0.0 - - Pedestrians - - - 0 - - - - 0 - - - - 2 - - % Pedestrians ------100.0 - - Paradigm Transportation Solutions Limited Count Name: William Halton Parkway & Hospital 22 King Street South, Suite 300 Gate - Wednesday Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/24/2017 519-896-3163 [email protected] Page No: 7
30 29 T 0 0 0 1 William HaltonParkway[E] 0 0 0 0 0 0 U Out
Peak Hour Data 39 39 0 0 0 0 1 0 0 0 167 168 Total 10 10 L 0 0 0 0 0 0 0 0 T 26 26 40 39 In 05/24/2017 11:30 AM 0 0 0 1 0 0 0 0 In 80 80 Ending At U
05/24/2017 12:30 PM 0 0 0 0 0 0 0 0 0 0 R 54 54 Total
Lights 79 78 0 0 0 1 1 0 0 0
87 88 Mediums Out Articulated Trucks P 0 0 0 0 0 0 William Halton Parkway [W] 0 0 0 0 0 0 P Bicycles on Road Other
U L R P 2 58 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 58 13 2
66 73 139 0 0 0 0 0 0 0 0 0 0 0 0 66 73 139 Out In Total Hospital Gate [S] Turning Movement Peak Hour Data Plot (11:30 AM) Paradigm Transportation Solutions Limited Count Name: William Halton Parkway & Hospital 22 King Street South, Suite 300 Gate - Wednesday Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/24/2017 519-896-3163 [email protected] Page No: 8
Turning Movement Peak Hour Data (4:00 PM) William Halton Parkway William Halton Parkway Hospital Gate Eastbound Westbound Northbound Start Time Thru Right U-Turn Peds App. Total Left Thru U-Turn Peds App. Total Left Right U-Turn Peds App. Total Int. Total 4:00 PM 13 10 0 0 23 2 35 0 0 37 47 6 0 0 53 113 4:15 PM 13 7 0 0 20 4 34 0 0 38 28 3 0 0 31 89 4:30 PM 14 4 0 0 18 3 34 0 0 37 37 1 0 0 38 93 4:45 PM 13 6 0 0 19 1 49 0 0 50 36 1 0 0 37 106 Total 53 27 0 0 80 10 152 0 0 162 148 11 0 0 159 401 Approach % 66.3 33.8 0.0 - - 6.2 93.8 0.0 - - 93.1 6.9 0.0 - - - Total % 13.2 6.7 0.0 - 20.0 2.5 37.9 0.0 - 40.4 36.9 2.7 0.0 - 39.7 - PHF 0.946 0.675 0.000 - 0.870 0.625 0.776 0.000 - 0.810 0.787 0.458 0.000 - 0.750 0.887 Lights 48 27 0 - 75 10 150 0 - 160 145 10 0 - 155 390 % Lights 90.6 100.0 - - 93.8 100.0 98.7 - - 98.8 98.0 90.9 - - 97.5 97.3 Mediums 4 0 0 - 4 0 2 0 - 2 3 0 0 - 3 9 % Mediums 7.5 0.0 - - 5.0 0.0 1.3 - - 1.2 2.0 0.0 - - 1.9 2.2 Articulated Trucks 0 0 0 - 0 0 0 0 - 0 0 1 0 - 1 1 % Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 9.1 - - 0.6 0.2 Bicycles on Road 1 0 0 - 1 0 0 0 - 0 0 0 0 - 0 1 % Bicycles on Road 1.9 0.0 - - 1.3 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.2 Bicycles on Crosswalk - - - 0 - - - - 0 - - - - 0 - - % Bicycles on Crosswalk ------Pedestrians - - - 0 - - - - 0 - - - - 0 - - % Pedestrians ------Paradigm Transportation Solutions Limited Count Name: William Halton Parkway & Hospital 22 King Street South, Suite 300 Gate - Wednesday Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/24/2017 519-896-3163 [email protected] Page No: 9
152 150 T 0 0 0 2 William HaltonParkway[E] 0 0 0 0 0 0 U Out
Peak Hour Data 64 58 0 1 1 4 9 0 1 0 370 380 Total 10 10 L 0 0 0 0 4 0 1 0 T 48 53 162 160 In 05/24/2017 4:00 PM 0 0 0 2 4 0 1 0 In 75 80 Ending At U
05/24/2017 5:00 PM 0 0 0 0 0 0 0 0 0 0 R 27 27 Total Lights 226 218 0 1 1 6
5 0 0 0 Mediums Out 295 300 Articulated Trucks P 0 0 0 0 0 0 William Halton Parkway [W] 0 0 0 0 0 0 P Bicycles on Road Other
U L R P 0 145 10 0 0 3 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 148 11 0
37 155 192 0 3 3 0 1 1 0 0 0 0 0 0 37 159 196 Out In Total Hospital Gate [S] Turning Movement Peak Hour Data Plot (4:00 PM) Paradigm Transportation Solutions Limited Count Name: William Halton Parkway & Hospital 22 King Street South, Suite 300 Gate - Wednesday Site Code: Waterloo, Ontario, Canada N2J 1N8 Start Date: 05/24/2017 519-896-3163 [email protected] Page No: 10
Date: 14-Sep-15 Intersection: Dundas & Hospital Gate
8 Phase Basic Timing Sheet 123456782 Ped 4 Ped 6 Ped 8 Ped Phases in use X X X X X X X Direction EB SB EBL WB
Min Green 20 10 7 20 Veh Ext. 3.0 3.0 Yellow 3.7 3.3 3 3.7 Red 2.2 3.6 1 2.2 Walk 7 7 7 Don't Walk 22 36 22 Max 1 Max 2 Max 3 Veh Recall Ped Recall Notes: Pattern 1 Pattern 2 Time: 6:00 Time: 10:00 Cycle Length: 120 Cycle Length: 120 Offset (%): 41% Offset (%): 21%
Direction EB SB Direction EB SB Phase 1234 Phase 1234 % 057043 % 057043 Direction EBL WB 0 0 Direction EBL WB Phase 5678 Phase 5678 % 10 47 0 43 % 10 47 0 43
Pattern 3 Pattern 4 Time: 15:15 Time: 19:00 Cycle Length: 120 Cycle Length: 120 Offset (%): 55% Offset (%): 21%
Direction EB SB Direction EB SB Phase 1234 Phase 1234 % 057043 % 057043 Direction EBL WB 0 0 Direction EBL WB Phase 5678 Phase 5678 % 10 47 0 43 % 10 47 0 43
Pattern 5 Pattern 6 Time: 22:00 Time: Cycle Length: Local Cycle Length: Offset (%): Offset (%):
Direction EB SB Direction EB SB Phase 1234 Phase 1234 %% Direction EBL WB 0 0 Direction EBL WB Phase 5678 Phase 5678 %% Date: 14-Sep-15 Intersection: Hospital Gate @ William Halton Parkway
8 Phase Basic Timing Sheet 123456782 Ped 4 Ped 6 Ped 8 Ped Phases in use X X X X X X X Direction WBL EB WB NB
Min Green 7 20 20 20 Veh Ext. 3.0 3.0 3.0 3.0 Yellow 3 3.7 3.7 3.7 Red 1 2.7 2.7 2.3 Walk 7 7 7 Don't Walk 21 21 18 Max 1 15 45 45 45 Max 2 20 55 55 55 Max 3 Veh Recall X X Ped Recall Notes: Coordinate E/W.
Max 1 Pattern 3 Max 2 Pattern 1 Pattern 1 Pattern 2 Time: 6:00 Time: 10:00 Cycle Length: 120 Cycle Length: 120 Offset (%): 0% Offset (%): 0%
Direction WBL EB 0 0 Direction WBL EB 0 0 Phase 1234 Phase 1234 % 15 55 0 30 % 10 50 0 40 Direction 0 WB 0 NB Direction 0 WB 0 NB Phase 5678 Phase 5678 % 070030 % 060040
Pattern 3 Pattern 4 Time: 15:00 Time: 19:00 Cycle Length: 120 Cycle Length: 120 Offset (%): 0% Offset (%): 0%
Direction WBL EB 0 0 Direction WBL EB 0 0 Phase 1234 Phase 1234 % 15 55 0 30 % 10 60 0 30 Direction 0 WB 0 NB Direction 0 WB 0 NB Phase 5678 Phase 5678 % 070030 % 070030
Pattern 5 Pattern 6 Time: 22:00 Time: Cycle Length: Local Cycle Length: Offset (%): Offset (%):
Direction WBL EB 0 0 Direction WBL EB 0 0 Phase 1234 Phase 1234 %% Direction 0 WB 0 NB Direction 0 WB 0 NB Phase 5678 Phase 5678 %% Regional Municipality of Halton New North Oakville Transportation Corridor and Crossing of Sixteen Mile Creek Class EA Study Environmental Study Report
7.1.3 Intersections 7 PROJECT DESCRIPTION The proposed plan requires new road intersections, upgrades to existing intersections and new local and collector road intersections to serve planned development. New intersections with existing roads are required at: 7.1 DESCRIPTION OF THE RECOMMENDED DESIGN The Recommended Design for the New North Oakville Transportation Corridor between Bronte Road and Ninth x 10+000 - Bronte Road Line, as illustrated in Plates 1 to 22 in Part II of this ESR, includes: x 12+175 - Third Line30 17+825 - Sixth Line x 4-lane roadway comprised of 2 through lanes per direction with turning lanes at signalized intersections; x 19+050 - Trafalgar Road x On-road bike lanes and a 3.0 m multi-use pathway on both sides of the roadway; and x x New bridge crossing of Sixteen Mile Creek. New intersections to connect to existing Burnhamthorpe Road are required at: Property acquisition will be required for the new corridor. A basic right-of-way width of 35 m is proposed with x 14+850 – west of Fourth Line additional property acquisition required at intersection locations for turning lanes and daylight triangles (15m x 15m). x 16+600 – east of Neyagawa Boulevard Additional property will also be required in areas of cut and fill where the grading requirements extend beyond the x 21+350 – west of Ninth Line basic 35m right-of-way width. Upgraded intersections including signals and turning lanes will be required at: 7.1.1 Forecasted Traffic Volumes on the Recommended Corridor x 15+450 - Fourth Line The forecasted 2021 traffic volumes on the proposed New North Oakville Transportation Corridor for the preferred x 15+775 - Neyagawa Boulevard alternative are as shown in Exhibit 7-1. x 22+000 - Ninth Line
Exhibit 7-1: 2021 Traffic Volumes for the NNOTC Numerous potential intersections are planned to serve development in the corridor. The locations as shown on the Preferred Design Plans in Part II of this ESR correspond to the approved North Oakville East Secondary Plan and the NNOTC North Oakville West Secondary Plan. It is recognized that these intersections are conceptual and adjustments with Location 2021 PM Peak Hour Volume respect to the locations and configurations may be required as development proceeds, subject to Halton Region review Eastbound Westbound Total and approval. As noted above, additional property for daylight triangles at intersections will be necessary. East of Bronte Rd. 904 1,031 1,935 East of 3rd Line 1,122 1,139 2,261 Exhibit 7-2: Typical 4-Lane Section (with Flush Median) of the Recommended Design East of Neyagawa Blvd. 863 1,122 1,986 East of 6th Line 766 870 1,636 East of Trafalgar Rd. 980 1,219 2,199
7.1.2 Roadway A basic four-lane urban cross section will be provided throughout the study corridor. The median treatment varies according to the roadside environment. From west of Sixteen Mile Creek to south of the North Park access the roadway travels through greenspace and parkland. A 2 m flush median is provided (see Exhibit 7-2). Where the new corridor passes through areas of planned urban growth, a 5 m median is provided to facilitate provision of turning lanes at intersections without median width changes between intersections. In areas of planned redevelopment, a raised median will be provided to provide more positive control of roadside access (see Exhibit 7-3). Where the new corridor is coincident with existing Burnhamthorpe Road (short sections east/west of Neyagawa Boulevard and west of Ninth Line), and existing private entrances are expected to remain, a 5 m flush median will be provided to allow for a centre turn lane to improve accessibility to roadside residences (see
Exhibit 7-4). The Town of Oakville Transportation Master Plan, 2007 identifies Burnhamthorpe Road, as a secondary transit corridor (NNOTC).
30 Third Line is planned to be extended north of Dundas Street.
March 2010 98
2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Appendix C
Synchro Analysis Outputs
Existing Conditions
Paradigm Transportation Solutions Limited | Appendices
+&08QVLJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV 4XHXHV +RVSLWDO*DWH +RVSLWDO$FFHVV Existing 2017 AM 'XQGDV6WUHHW: +RVSLWDO*DWH Existing 2017 AM
Movement WBL WBR NBT NBR SBL SBT Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Lane Group Flow (vph) 195 1808 818 172 99 63 Traffic Volume (veh/h) 74 3 276 80 1 86 v/c Ratio 0.35 0.45 0.25 0.15 0.34 0.34 Future Volume (Veh/h) 74 3 276 80 1 86 Control Delay 3.9 3.9 6.6 1.2 59.5 23.1 Sign Control Stop Free Free Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Grade 0% 0% 0% Total Delay 3.9 3.9 6.6 1.2 59.5 23.1 Peak Hour Factor 0.76 0.76 0.76 0.76 0.76 0.76 Queue Length 50th (m) 7.3 38.7 23.2 0.0 12.6 1.4 Hourly flow rate (vph) 97 4 363 105 1 113 Queue Length 95th (m) 12.4 48.0 31.8 6.7 22.1 15.3 Pedestrians Internal Link Dist (m) 227.6 290.4 94.6 Lane Width (m) Turn Bay Length (m) 125.0 50.0 Walking Speed (m/s) Base Capacity (vph) 563 4029 3299 1147 1278 604 Percent Blockage Starvation Cap Reductn 000000 Right turn flare (veh) Spillback Cap Reductn 000000 Median type None None Storage Cap Reductn 000000 Median storage veh) Reduced v/c Ratio 0.35 0.45 0.25 0.15 0.08 0.10 Upstream signal (m) 119 353 Intersection Summary pX, platoon unblocked vC, conflicting volume 474 234 468 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 474 234 468 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 81 99 100 cM capacity (veh/h) 524 774 1104 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 101 242 226 1 56 56 Volume Left 97 00100 Volume Right 4 0 105 0 0 0 cSH 531 1700 1700 1104 1700 1700 Volume to Capacity 0.19 0.14 0.13 0.00 0.03 0.03 Queue Length 95th (m) 5.6 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 13.4 0.0 0.0 8.3 0.0 0.0 Lane LOS B A Approach Delay (s) 13.4 0.0 0.1 Approach LOS B Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 21.1% ICU Level of Service A Analysis Period (min) 15
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 1 Paradigm Transportation Solutions Limited Page 2 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV 4XHXHV 'XQGDV6WUHHW: +RVSLWDO*DWH Existing 2017 AM +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Existing 2017 AM
Movement EBL EBT WBT WBR SBL SBR Lane Group EBT WBL WBT NBL NBR Lane Configurations Lane Group Flow (vph) 306 12 88 27 4 Traffic Volume (vph) 191 1772 802 169 97 62 v/c Ratio 0.11 0.01 0.03 0.05 0.02 Future Volume (vph) 191 1772 802 169 97 62 Control Delay 3.4 3.5 3.7 41.9 27.5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Lost time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Total Delay 3.4 3.5 3.7 41.9 27.5 Lane Util. Factor 1.00 0.91 0.91 1.00 0.97 1.00 Queue Length 50th (m) 5.7 0.6 2.7 2.9 0.1 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Queue Length 95th (m) 13.4 2.1 5.0 7.3 m2.9 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Internal Link Dist (m) 276.1 252.0 179.3 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Turn Bay Length (m) 65.0 75.0 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Base Capacity (vph) 2712 973 2995 875 370 Satd. Flow (prot) 1770 4988 4673 1553 3433 1518 Starvation Cap Reductn 00000 Flt Permitted 0.31 1.00 1.00 1.00 0.95 1.00 Spillback Cap Reductn 00000 Satd. Flow (perm) 581 4988 4673 1553 3433 1518 Storage Cap Reductn 00000 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 Reduced v/c Ratio 0.11 0.01 0.03 0.03 0.01 Adj. Flow (vph) 195 1808 818 172 99 63 Intersection Summary RTOR Reduction (vph) 0 0 0 51 0 58 m Volume for 95th percentile queue is metered by upstream signal. Lane Group Flow (vph) 195 1808 818 121 99 5 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 2% 4% 11% 4% 2% 5% Turn Type pm+pt NA NA Perm Prot Perm Protected Phases 5 2 6 4 Permitted Phases 2 6 4 Actuated Green, G (s) 96.9 96.9 84.7 84.7 10.3 10.3 Effective Green, g (s) 96.9 96.9 84.7 84.7 10.3 10.3 Actuated g/C Ratio 0.81 0.81 0.71 0.71 0.09 0.09 Clearance Time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 550 4027 3298 1096 294 130 v/s Ratio Prot 0.02 c0.36 0.18 c0.03 v/s Ratio Perm 0.26 0.08 0.00 v/c Ratio 0.35 0.45 0.25 0.11 0.34 0.04 Uniform Delay, d1 2.7 3.5 6.3 5.6 51.6 50.3 Progression Factor 1.00 1.00 1.00 1.00 1.09 1.43 Incremental Delay, d2 0.4 0.4 0.2 0.2 0.7 0.1 Delay (s) 3.1 3.9 6.5 5.8 56.9 71.9 Level of Service AAAAEE Approach Delay (s) 3.8 6.4 62.7 Approach LOS A A E Intersection Summary HCM 2000 Control Delay 7.6 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 54.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 3 Paradigm Transportation Solutions Limited Page 4 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV +&08QVLJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Existing 2017 AM +RVSLWDO*DWH +RVSLWDO$FFHVV Existing 2017 PM
Movement EBT EBR WBL WBT NBL NBR Movement WBL WBR NBT NBR SBL SBT Lane Configurations Lane Configurations Traffic Volume (vph) 160 118 11 80 25 4 Traffic Volume (veh/h) 154 5 109 21 7 285 Future Volume (vph) 160 118 11 80 25 4 Future Volume (Veh/h) 154 5 109 21 7 285 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Sign Control Stop Free Free Total Lost time (s) 6.4 3.0 6.4 6.0 6.0 Grade 0% 0% 0% Lane Util. Factor 0.95 1.00 0.95 0.97 0.91 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 Frpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 175 6 124 24 8 324 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Pedestrians Frt 0.94 1.00 1.00 1.00 0.85 Lane Width (m) Flt Protected 1.00 0.95 1.00 0.95 1.00 Walking Speed (m/s) Satd. Flow (prot) 3340 1803 3574 3502 1470 Percent Blockage Flt Permitted 1.00 0.55 1.00 0.95 1.00 Right turn flare (veh) Satd. Flow (perm) 3340 1039 3574 3502 1470 Median type None None Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 Median storage veh) Adj. Flow (vph) 176 130 12 88 27 4 Upstream signal (m) 119 353 RTOR Reduction (vph) 33 00004 pX, platoon unblocked Lane Group Flow (vph) 273 0 12 88 27 0 vC, conflicting volume 314 74 148 Confl. Peds. (#/hr) 2 2 vC1, stage 1 conf vol Heavy Vehicles (%) 1% 0% 0% 1% 0% 0% vC2, stage 2 conf vol Turn Type NA pm+pt NA Prot Perm vCu, unblocked vol 314 74 148 Protected Phases 2 1 6 8 tC, single (s) 6.8 7.3 4.1 Permitted Phases 6 8 tC, 2 stage (s) Actuated Green, G (s) 89.8 95.6 95.6 12.0 12.0 tF (s) 3.5 3.5 2.2 Effective Green, g (s) 89.8 95.6 95.6 12.0 12.0 p0 queue free % 73 99 99 Actuated g/C Ratio 0.75 0.80 0.80 0.10 0.10 cM capacity (veh/h) 656 917 1446 Clearance Time (s) 6.4 3.0 6.4 6.0 6.0 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Volume Total 181 83 65 8 162 162 Lane Grp Cap (vph) 2499 845 2847 350 147 Volume Left 175 00800 v/s Ratio Prot c0.08 0.00 c0.02 c0.01 Volume Right 6 0 24 0 0 0 v/s Ratio Perm 0.01 0.00 cSH 662 1700 1700 1446 1700 1700 v/c Ratio 0.11 0.01 0.03 0.08 0.00 Volume to Capacity 0.27 0.05 0.04 0.01 0.10 0.10 Uniform Delay, d1 4.1 2.5 2.5 49.0 48.6 Queue Length 95th (m) 8.9 0.0 0.0 0.1 0.0 0.0 Progression Factor 1.00 1.00 1.00 0.99 1.05 Control Delay (s) 12.5 0.0 0.0 7.5 0.0 0.0 Incremental Delay, d2 0.1 0.0 0.0 0.1 0.0 Lane LOS B A Delay (s) 4.2 2.5 2.6 48.5 50.8 Approach Delay (s) 12.5 0.0 0.2 Level of Service A A A D D Approach LOS B Approach Delay (s) 4.2 2.6 48.8 Approach LOS A A D Intersection Summary Average Delay 3.5 Intersection Summary Intersection Capacity Utilization 23.4% ICU Level of Service A HCM 2000 Control Delay 7.0 HCM 2000 Level of Service A Analysis Period (min) 15 HCM 2000 Volume to Capacity ratio 0.10 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 15.4 Intersection Capacity Utilization 50.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 5 Paradigm Transportation Solutions Limited Page 1 4XHXHV +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV 'XQGDV6WUHHW: +RVSLWDO*DWH Existing 2017 PM 'XQGDV6WUHHW: +RVSLWDO*DWH Existing 2017 PM
Lane Group EBL EBT WBT WBR SBL SBR Movement EBL EBT WBT WBR SBL SBR Lane Group Flow (vph) 36 1321 2017 77 213 79 Lane Configurations v/c Ratio 0.19 0.33 0.54 0.07 0.57 0.33 Traffic Volume (vph) 34 1255 1916 73 202 75 Control Delay 4.9 4.2 8.8 3.7 56.6 14.0 Future Volume (vph) 34 1255 1916 73 202 75 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Delay 4.9 4.2 8.8 3.7 56.6 14.0 Total Lost time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Queue Length 50th (m) 1.5 28.6 83.3 2.7 26.0 0.2 Lane Util. Factor 1.00 0.91 0.91 1.00 0.97 1.00 Queue Length 95th (m) 4.0 39.7 106.3 8.2 37.2 13.9 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Internal Link Dist (m) 227.6 290.4 94.6 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Turn Bay Length (m) 125.0 50.0 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Base Capacity (vph) 206 3954 3713 1112 1291 637 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Starvation Cap Reductn 000000 Satd. Flow (prot) 1703 5036 5085 1509 3467 1579 Spillback Cap Reductn 000000 Flt Permitted 0.07 1.00 1.00 1.00 0.95 1.00 Storage Cap Reductn 000000 Satd. Flow (perm) 126 5036 5085 1509 3467 1579 Reduced v/c Ratio 0.17 0.33 0.54 0.07 0.16 0.12 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Intersection Summary Adj. Flow (vph) 36 1321 2017 77 213 79 RTOR Reduction (vph) 0 0 0 11 0 70 Lane Group Flow (vph) 36 1321 2017 66 213 9 Confl. Peds. (#/hr) 1 Heavy Vehicles (%) 6% 3% 2% 7% 1% 1% Turn Type pm+pt NA NA Perm Prot Perm Protected Phases 5 2 6 4 Permitted Phases 2 6 4 Actuated Green, G (s) 94.2 94.2 86.0 86.0 13.0 13.0 Effective Green, g (s) 94.2 94.2 86.0 86.0 13.0 13.0 Actuated g/C Ratio 0.79 0.79 0.72 0.72 0.11 0.11 Clearance Time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 154 3953 3644 1081 375 171 v/s Ratio Prot 0.01 c0.26 c0.40 c0.06 v/s Ratio Perm 0.17 0.04 0.01 v/c Ratio 0.23 0.33 0.55 0.06 0.57 0.05 Uniform Delay, d1 5.4 3.8 8.0 5.0 50.8 48.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.99 Incremental Delay, d2 0.8 0.2 0.6 0.1 2.0 0.1 Delay (s) 6.1 4.0 8.6 5.1 52.8 47.8 Level of Service AAAADD Approach Delay (s) 4.0 8.5 51.4 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 10.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 56.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 2 Paradigm Transportation Solutions Limited Page 3 4XHXHV +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Existing 2017 PM +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Existing 2017 PM
Lane Group EBT WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Group Flow (vph) 90 11 171 167 11 Lane Configurations v/c Ratio 0.04 0.01 0.07 0.29 0.05 Traffic Volume (vph) 53 27 10 152 148 11 Control Delay 4.0 3.6 4.7 44.0 21.1 Future Volume (vph) 53 27 10 152 148 11 Queue Delay 0.0 0.0 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Delay 4.0 3.6 4.7 44.0 21.1 Total Lost time (s) 6.4 3.0 6.4 6.0 6.0 Queue Length 50th (m) 1.8 0.6 5.5 17.7 0.1 Lane Util. Factor 0.95 1.00 0.95 0.97 0.91 Queue Length 95th (m) 5.5 1.9 8.5 26.4 5.1 Frt 0.95 1.00 1.00 1.00 0.85 Internal Link Dist (m) 276.1 252.0 179.3 Flt Protected 1.00 0.95 1.00 0.95 1.00 Turn Bay Length (m) 65.0 75.0 Satd. Flow (prot) 3256 1805 3574 3438 1348 Base Capacity (vph) 2330 1033 2609 859 345 Flt Permitted 1.00 0.67 1.00 0.95 1.00 Starvation Cap Reductn 00000 Satd. Flow (perm) 3256 1276 3574 3438 1348 Spillback Cap Reductn 00000 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 Storage Cap Reductn 00000 Adj. Flow (vph) 60 30 11 171 166 12 Reduced v/c Ratio 0.04 0.01 0.07 0.19 0.03 RTOR Reduction (vph) 900009 Intersection Summary Lane Group Flow (vph) 81 0 11 171 167 2 Heavy Vehicles (%) 8% 0% 0% 1% 2% 9% Turn Type NA pm+pt NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 6 8 Actuated Green, G (s) 83.2 87.6 87.6 20.0 20.0 Effective Green, g (s) 83.2 87.6 87.6 20.0 20.0 Actuated g/C Ratio 0.69 0.73 0.73 0.17 0.17 Clearance Time (s) 6.4 3.0 6.4 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2257 937 2609 573 224 v/s Ratio Prot 0.02 0.00 c0.05 c0.05 v/s Ratio Perm 0.01 0.00 v/c Ratio 0.04 0.01 0.07 0.29 0.01 Uniform Delay, d1 5.8 4.4 4.6 43.8 41.7 Progression Factor 1.00 1.00 1.00 0.97 1.00 Incremental Delay, d2 0.0 0.0 0.0 0.3 0.0 Delay (s) 5.8 4.4 4.6 42.7 41.6 Level of Service A A A D D Approach Delay (s) 5.8 4.6 42.6 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 19.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.11 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 15.4 Intersection Capacity Utilization 43.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 4 Paradigm Transportation Solutions Limited Page 5
2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Appendix D
Synchro Analysis Outputs
2022 Future Background Conditions
Paradigm Transportation Solutions Limited | Appendices
+&08QVLJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV 4XHXHV +RVSLWDO*DWH +RVSLWDO$FFHVV Future Background 2022 AM 'XQGDV6WUHHW: +RVSLWDO*DWH Future Background 2022 AM
Movement WBL WBR NBT NBR SBL SBT Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Lane Group Flow (vph) 195 2096 949 172 99 63 Traffic Volume (veh/h) 74 3 276 80 1 86 v/c Ratio 0.44 0.59 0.33 0.15 0.34 0.34 Future Volume (Veh/h) 74 3 276 80 1 86 Control Delay 5.2 5.1 7.3 1.4 59.0 23.7 Sign Control Stop Free Free Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Grade 0% 0% 0% Total Delay 5.2 5.1 7.3 1.4 59.0 23.7 Peak Hour Factor 0.76 0.76 0.76 0.76 0.76 0.76 Queue Length 50th (m) 7.3 62.5 33.5 0.5 12.9 2.3 Hourly flow rate (vph) 97 4 363 105 1 113 Queue Length 95th (m) 12.4 78.0 44.7 7.4 22.4 m14.4 Pedestrians Internal Link Dist (m) 227.6 290.4 94.6 Lane Width (m) Turn Bay Length (m) 125.0 50.0 Walking Speed (m/s) Base Capacity (vph) 449 3542 2890 1141 1278 604 Percent Blockage Starvation Cap Reductn 000000 Right turn flare (veh) Spillback Cap Reductn 000000 Median type None None Storage Cap Reductn 000000 Median storage veh) Reduced v/c Ratio 0.43 0.59 0.33 0.15 0.08 0.10 Upstream signal (m) 119 353 Intersection Summary pX, platoon unblocked vC, conflicting volume 474 234 468 m Volume for 95th percentile queue is metered by upstream signal. vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 474 234 468 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 81 99 100 cM capacity (veh/h) 524 774 1104 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 101 242 226 1 56 56 Volume Left 97 00100 Volume Right 4 0 105 0 0 0 cSH 531 1700 1700 1104 1700 1700 Volume to Capacity 0.19 0.14 0.13 0.00 0.03 0.03 Queue Length 95th (m) 5.6 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 13.4 0.0 0.0 8.3 0.0 0.0 Lane LOS B A Approach Delay (s) 13.4 0.0 0.1 Approach LOS B Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 21.1% ICU Level of Service A Analysis Period (min) 15
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 1 Paradigm Transportation Solutions Limited Page 2 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV 4XHXHV 'XQGDV6WUHHW: +RVSLWDO*DWH Future Background 2022 AM +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Future Background 2022 AM
Movement EBL EBT WBT WBR SBL SBR Lane Group EBT WBL WBT NBL NBR Lane Configurations Lane Group Flow (vph) 1653 12 762 27 4 Traffic Volume (vph) 191 2054 930 169 97 62 v/c Ratio 0.58 0.04 0.25 0.05 0.02 Future Volume (vph) 191 2054 930 169 97 62 Control Delay 9.6 3.7 4.1 41.7 27.5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Lost time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Total Delay 9.6 3.7 4.1 41.7 27.5 Lane Util. Factor 1.00 *0.80 *0.80 1.00 0.97 1.00 Queue Length 50th (m) 95.4 0.6 29.8 2.8 0.1 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Queue Length 95th (m) 158.5 2.1 37.7 m7.2 m2.3 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Internal Link Dist (m) 276.1 252.0 179.3 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Turn Bay Length (m) 65.0 75.0 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Base Capacity (vph) 2842 374 2995 875 370 Satd. Flow (prot) 1770 4385 4108 1553 3433 1518 Starvation Cap Reductn 00000 Flt Permitted 0.23 1.00 1.00 1.00 0.95 1.00 Spillback Cap Reductn 00000 Satd. Flow (perm) 427 4385 4108 1553 3433 1518 Storage Cap Reductn 00000 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 Reduced v/c Ratio 0.58 0.03 0.25 0.03 0.01 Adj. Flow (vph) 195 2096 949 172 99 63 Intersection Summary RTOR Reduction (vph) 0 0 0 49 0 58 m Volume for 95th percentile queue is metered by upstream signal. Lane Group Flow (vph) 195 2096 949 123 99 5 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 2% 4% 11% 4% 2% 5% Turn Type pm+pt NA NA Perm Prot Perm Protected Phases 5 2 6 4 Permitted Phases 2 6 4 Actuated Green, G (s) 96.9 96.9 84.4 84.4 10.3 10.3 Effective Green, g (s) 96.9 96.9 84.4 84.4 10.3 10.3 Actuated g/C Ratio 0.81 0.81 0.70 0.70 0.09 0.09 Clearance Time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 439 3540 2889 1092 294 130 v/s Ratio Prot 0.03 c0.48 0.23 c0.03 v/s Ratio Perm 0.33 0.08 0.00 v/c Ratio 0.44 0.59 0.33 0.11 0.34 0.04 Uniform Delay, d1 3.0 4.3 6.9 5.7 51.6 50.3 Progression Factor 1.00 1.00 1.00 1.00 1.08 1.48 Incremental Delay, d2 0.7 0.7 0.3 0.2 0.7 0.1 Delay (s) 3.7 5.0 7.2 5.9 56.4 74.6 Level of Service AAAAEE Approach Delay (s) 4.9 7.0 63.5 Approach LOS A A E Intersection Summary HCM 2000 Control Delay 8.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 59.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 3 Paradigm Transportation Solutions Limited Page 4 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV +&08QVLJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Future Background 2022 AM +RVSLWDO*DWH +RVSLWDO$FFHVV Future Background 2022 PM
Movement EBT EBR WBL WBT NBL NBR Movement WBL WBR NBT NBR SBL SBT Lane Configurations Lane Configurations Traffic Volume (vph) 1386 118 11 693 25 4 Traffic Volume (veh/h) 154 5 109 21 7 285 Future Volume (vph) 1386 118 11 693 25 4 Future Volume (Veh/h) 154 5 109 21 7 285 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Sign Control Stop Free Free Total Lost time (s) 6.4 3.0 6.4 6.0 6.0 Grade 0% 0% 0% Lane Util. Factor 0.95 1.00 0.95 0.97 0.91 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 175 6 124 24 8 324 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Pedestrians Frt 0.99 1.00 1.00 1.00 0.85 Lane Width (m) Flt Protected 1.00 0.95 1.00 0.95 1.00 Walking Speed (m/s) Satd. Flow (prot) 3531 1805 3574 3502 1470 Percent Blockage Flt Permitted 1.00 0.11 1.00 0.95 1.00 Right turn flare (veh) Satd. Flow (perm) 3531 206 3574 3502 1470 Median type None None Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 Median storage veh) Adj. Flow (vph) 1523 130 12 762 27 4 Upstream signal (m) 119 353 RTOR Reduction (vph) 300004 pX, platoon unblocked Lane Group Flow (vph) 1650 0 12 762 27 0 vC, conflicting volume 314 74 148 Confl. Peds. (#/hr) 2 2 vC1, stage 1 conf vol Heavy Vehicles (%) 1% 0% 0% 1% 0% 0% vC2, stage 2 conf vol Turn Type NA pm+pt NA Prot Perm vCu, unblocked vol 314 74 148 Protected Phases 2 1 6 8 tC, single (s) 6.8 7.3 4.1 Permitted Phases 6 8 tC, 2 stage (s) Actuated Green, G (s) 89.8 95.6 95.6 12.0 12.0 tF (s) 3.5 3.5 2.2 Effective Green, g (s) 89.8 95.6 95.6 12.0 12.0 p0 queue free % 73 99 99 Actuated g/C Ratio 0.75 0.80 0.80 0.10 0.10 cM capacity (veh/h) 656 917 1446 Clearance Time (s) 6.4 3.0 6.4 6.0 6.0 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Volume Total 181 83 65 8 162 162 Lane Grp Cap (vph) 2642 201 2847 350 147 Volume Left 175 00800 v/s Ratio Prot c0.47 0.00 c0.21 c0.01 Volume Right 6 0 24 0 0 0 v/s Ratio Perm 0.05 0.00 cSH 662 1700 1700 1446 1700 1700 v/c Ratio 0.62 0.06 0.27 0.08 0.00 Volume to Capacity 0.27 0.05 0.04 0.01 0.10 0.10 Uniform Delay, d1 7.1 5.2 3.2 49.0 48.6 Queue Length 95th (m) 8.9 0.0 0.0 0.1 0.0 0.0 Progression Factor 1.00 1.00 1.00 0.98 1.05 Control Delay (s) 12.5 0.0 0.0 7.5 0.0 0.0 Incremental Delay, d2 1.1 0.1 0.2 0.1 0.0 Lane LOS B A Delay (s) 8.3 5.3 3.4 48.3 50.8 Approach Delay (s) 12.5 0.0 0.2 Level of Service A A A D D Approach LOS B Approach Delay (s) 8.3 3.4 48.6 Approach LOS A A D Intersection Summary Average Delay 3.5 Intersection Summary Intersection Capacity Utilization 23.4% ICU Level of Service A HCM 2000 Control Delay 7.2 HCM 2000 Level of Service A Analysis Period (min) 15 HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 15.4 Intersection Capacity Utilization 69.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 5 Paradigm Transportation Solutions Limited Page 1 4XHXHV +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV 'XQGDV6WUHHW: +RVSLWDO*DWH Future Background 2022 PM 'XQGDV6WUHHW: +RVSLWDO*DWH Future Background 2022 PM
Lane Group EBL EBT WBT WBR SBL SBR Movement EBL EBT WBT WBR SBL SBR Lane Group Flow (vph) 36 1532 2338 77 213 79 Lane Configurations v/c Ratio 0.23 0.44 0.72 0.07 0.57 0.33 Traffic Volume (vph) 34 1455 2221 73 202 75 Control Delay 6.2 4.9 12.0 4.2 57.0 14.5 Future Volume (vph) 34 1455 2221 73 202 75 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Delay 6.2 4.9 12.0 4.2 57.0 14.5 Total Lost time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Queue Length 50th (m) 1.5 42.5 139.0 3.3 25.9 0.2 Lane Util. Factor 1.00 *0.80 *0.80 1.00 0.97 1.00 Queue Length 95th (m) 4.4 59.1 179.2 9.0 37.8 14.4 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Internal Link Dist (m) 227.6 290.4 94.6 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Turn Bay Length (m) 125.0 50.0 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Base Capacity (vph) 171 3476 3265 1109 1291 637 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Starvation Cap Reductn 000000 Satd. Flow (prot) 1703 4427 4471 1509 3467 1579 Spillback Cap Reductn 000000 Flt Permitted 0.04 1.00 1.00 1.00 0.95 1.00 Storage Cap Reductn 000000 Satd. Flow (perm) 80 4427 4471 1509 3467 1579 Reduced v/c Ratio 0.21 0.44 0.72 0.07 0.16 0.12 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Intersection Summary Adj. Flow (vph) 36 1532 2338 77 213 79 RTOR Reduction (vph) 0009070 Lane Group Flow (vph) 36 1532 2338 69 213 9 Confl. Peds. (#/hr) 1 Heavy Vehicles (%) 6% 3% 2% 7% 1% 1% Turn Type pm+pt NA NA Perm Prot Perm Protected Phases 5 2 6 4 Permitted Phases 2 6 4 Actuated Green, G (s) 94.2 94.2 86.0 86.0 13.0 13.0 Effective Green, g (s) 94.2 94.2 86.0 86.0 13.0 13.0 Actuated g/C Ratio 0.79 0.79 0.72 0.72 0.11 0.11 Clearance Time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 119 3475 3204 1081 375 171 v/s Ratio Prot 0.01 c0.35 c0.52 c0.06 v/s Ratio Perm 0.23 0.05 0.01 v/c Ratio 0.30 0.44 0.73 0.06 0.57 0.05 Uniform Delay, d1 11.1 4.2 10.1 5.0 50.8 48.0 Progression Factor 1.00 1.00 1.00 1.00 1.01 1.04 Incremental Delay, d2 1.4 0.4 1.5 0.1 2.0 0.1 Delay (s) 12.5 4.6 11.6 5.2 53.2 50.2 Level of Service BABADD Approach Delay (s) 4.8 11.4 52.4 Approach LOS A B D Intersection Summary HCM 2000 Control Delay 11.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 62.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 2 Paradigm Transportation Solutions Limited Page 3 4XHXHV +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Future Background 2022 PM +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Future Background 2022 PM
Lane Group EBT WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Group Flow (vph) 546 11 1480 167 11 Lane Configurations v/c Ratio 0.23 0.02 0.57 0.29 0.05 Traffic Volume (vph) 459 27 10 1317 148 11 Control Delay 6.4 3.6 8.5 43.8 21.0 Future Volume (vph) 459 27 10 1317 148 11 Queue Delay 0.0 0.0 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Delay 6.4 3.6 8.5 43.8 21.0 Total Lost time (s) 6.4 3.0 6.4 6.0 6.0 Queue Length 50th (m) 19.8 0.6 78.0 17.4 0.1 Lane Util. Factor 0.95 1.00 0.95 0.97 0.91 Queue Length 95th (m) 35.5 1.9 92.1 26.2 5.0 Frt 0.99 1.00 1.00 1.00 0.85 Internal Link Dist (m) 276.1 252.0 179.3 Flt Protected 1.00 0.95 1.00 0.95 1.00 Turn Bay Length (m) 65.0 75.0 Satd. Flow (prot) 3329 1805 3574 3438 1348 Base Capacity (vph) 2377 741 2609 859 345 Flt Permitted 1.00 0.43 1.00 0.95 1.00 Starvation Cap Reductn 00000 Satd. Flow (perm) 3329 816 3574 3438 1348 Spillback Cap Reductn 00000 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 Storage Cap Reductn 00000 Adj. Flow (vph) 516 30 11 1480 166 12 Reduced v/c Ratio 0.23 0.01 0.57 0.19 0.03 RTOR Reduction (vph) 200009 Intersection Summary Lane Group Flow (vph) 544 0 11 1480 167 2 Heavy Vehicles (%) 8% 0% 0% 1% 2% 9% Turn Type NA pm+pt NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 6 8 Actuated Green, G (s) 83.2 87.6 87.6 20.0 20.0 Effective Green, g (s) 83.2 87.6 87.6 20.0 20.0 Actuated g/C Ratio 0.69 0.73 0.73 0.17 0.17 Clearance Time (s) 6.4 3.0 6.4 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2308 607 2609 573 224 v/s Ratio Prot 0.16 0.00 c0.41 c0.05 v/s Ratio Perm 0.01 0.00 v/c Ratio 0.24 0.02 0.57 0.29 0.01 Uniform Delay, d1 6.7 4.5 7.5 43.8 41.7 Progression Factor 1.00 1.00 1.00 0.96 0.99 Incremental Delay, d2 0.2 0.0 0.9 0.3 0.0 Delay (s) 7.0 4.5 8.4 42.5 41.3 Level of Service A A A D D Approach Delay (s) 7.0 8.3 42.4 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 10.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 15.4 Intersection Capacity Utilization 63.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 4 Paradigm Transportation Solutions Limited Page 5
2135 Dundas Street West | Transportation Impact Study | 170098 | November 2017
Appendix E
Synchro Analysis Outputs
2022 Future Total Conditions
Paradigm Transportation Solutions Limited | Appendices
+&08QVLJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV 4XHXHV +RVSLWDO*DWH 3URSRVHG$FFHVV5RDG+RVSLWDO$FFHVV Future Total 2022 AM 'XQGDV6WUHHW: +RVSLWDO*DWH Future Total 2022 AM
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Lane Group Flow (vph) 202 2096 949 180 142 91 Traffic Volume (veh/h) 0 0 69 74 0 3 14 276 80 1 86 0 v/c Ratio 0.45 0.60 0.33 0.16 0.45 0.41 Future Volume (Veh/h) 0 0 69 74 0 3 14 276 80 1 86 0 Control Delay 5.7 5.5 7.9 1.5 59.5 20.2 Sign Control Stop Stop Free Free Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Grade 0% 0% 0% 0% Total Delay 5.7 5.5 7.9 1.5 59.5 20.2 Peak Hour Factor 0.92 0.92 0.92 0.76 0.92 0.76 0.92 0.76 0.76 0.76 0.76 0.92 Queue Length 50th (m) 7.7 63.7 34.3 0.6 18.5 2.7 Hourly flow rate (vph) 0 0 75 97 0 4 15 363 105 1 113 0 Queue Length 95th (m) 14.4 86.6 48.2 8.2 28.9 m17.8 Pedestrians Internal Link Dist (m) 227.6 290.4 94.6 Lane Width (m) Turn Bay Length (m) 125.0 50.0 Walking Speed (m/s) Base Capacity (vph) 448 3514 2850 1129 1278 622 Percent Blockage Starvation Cap Reductn 000000 Right turn flare (veh) Spillback Cap Reductn 000000 Median type None None Storage Cap Reductn 000000 Median storage veh) Reduced v/c Ratio 0.45 0.60 0.33 0.16 0.11 0.15 Upstream signal (m) 119 353 Intersection Summary pX, platoon unblocked vC, conflicting volume 330 613 56 579 560 234 113 468 m Volume for 95th percentile queue is metered by upstream signal. vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 330 613 56 579 560 234 113 468 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 92 74 100 99 99 100 cM capacity (veh/h) 591 402 998 369 430 774 1474 1104 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 75 101 196 286 1 75 38 Volume Left 0 97 150100 Volume Right 75 4 0 105 0 0 0 cSH 998 377 1474 1700 1104 1700 1700 Volume to Capacity 0.08 0.27 0.01 0.17 0.00 0.04 0.02 Queue Length 95th (m) 1.9 8.5 0.2 0.0 0.0 0.0 0.0 Control Delay (s) 8.9 18.0 0.6 0.0 8.3 0.0 0.0 Lane LOS A C A A Approach Delay (s) 8.9 18.0 0.3 0.1 Approach LOS A C Intersection Summary Average Delay 3.4 Intersection Capacity Utilization 31.5% ICU Level of Service A Analysis Period (min) 15
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 1 Paradigm Transportation Solutions Limited Page 2 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV 4XHXHV 'XQGDV6WUHHW: +RVSLWDO*DWH Future Total 2022 AM +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Future Total 2022 AM
Movement EBL EBT WBT WBR SBL SBR Lane Group EBT WBL WBT NBL NBR Lane Configurations Lane Group Flow (vph) 1653 12 762 27 4 Traffic Volume (vph) 198 2054 930 176 139 89 v/c Ratio 0.58 0.04 0.25 0.05 0.02 Future Volume (vph) 198 2054 930 176 139 89 Control Delay 9.6 3.7 4.1 41.3 27.2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Lost time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Total Delay 9.6 3.7 4.1 41.3 27.2 Lane Util. Factor 1.00 *0.80 *0.80 1.00 0.97 1.00 Queue Length 50th (m) 95.4 0.6 29.8 2.9 0.1 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Queue Length 95th (m) 158.5 2.1 37.7 m7.1 m2.4 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Internal Link Dist (m) 276.1 252.0 179.3 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Turn Bay Length (m) 65.0 75.0 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Base Capacity (vph) 2842 374 2995 875 370 Satd. Flow (prot) 1770 4385 4108 1553 3433 1518 Starvation Cap Reductn 00000 Flt Permitted 0.23 1.00 1.00 1.00 0.95 1.00 Spillback Cap Reductn 00000 Satd. Flow (perm) 425 4385 4108 1553 3433 1518 Storage Cap Reductn 00000 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 Reduced v/c Ratio 0.58 0.03 0.25 0.03 0.01 Adj. Flow (vph) 202 2096 949 180 142 91 Intersection Summary RTOR Reduction (vph) 0 0 0 52 0 83 m Volume for 95th percentile queue is metered by upstream signal. Lane Group Flow (vph) 202 2096 949 128 142 8 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 2% 4% 11% 4% 2% 5% Turn Type pm+pt NA NA Perm Prot Perm Protected Phases 5 2 6 4 Permitted Phases 2 6 4 Actuated Green, G (s) 96.2 96.2 83.3 83.3 11.0 11.0 Effective Green, g (s) 96.2 96.2 83.3 83.3 11.0 11.0 Actuated g/C Ratio 0.80 0.80 0.69 0.69 0.09 0.09 Clearance Time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 440 3515 2851 1078 314 139 v/s Ratio Prot 0.03 c0.48 0.23 c0.04 v/s Ratio Perm 0.33 0.08 0.01 v/c Ratio 0.46 0.60 0.33 0.12 0.45 0.06 Uniform Delay, d1 3.2 4.5 7.3 6.1 51.6 49.8 Progression Factor 1.00 1.00 1.00 1.00 1.07 1.43 Incremental Delay, d2 0.8 0.8 0.3 0.2 1.0 0.2 Delay (s) 3.9 5.3 7.6 6.3 56.1 71.4 Level of Service AAAAEE Approach Delay (s) 5.2 7.4 62.0 Approach LOS A A E Intersection Summary HCM 2000 Control Delay 9.5 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.60 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 59.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 3 Paradigm Transportation Solutions Limited Page 4 +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV +&08QVLJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Future Total 2022 AM +RVSLWDO*DWH 3URSRVHG$FFHVV5RDG+RVSLWDO$FFHVV Future Total 2022 PM
Movement EBT EBR WBL WBT NBL NBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (vph) 1386 118 11 693 25 4 Traffic Volume (veh/h) 0 0 32 154 0 5 66 109 21 7 285 0 Future Volume (vph) 1386 118 11 693 25 4 Future Volume (Veh/h) 0 0 32 154 0 5 66 109 21 7 285 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Sign Control Stop Stop Free Free Total Lost time (s) 6.4 3.0 6.4 6.0 6.0 Grade 0% 0% 0% 0% Lane Util. Factor 0.95 1.00 0.95 0.97 0.91 Peak Hour Factor 0.92 0.92 0.92 0.88 0.92 0.88 0.92 0.88 0.88 0.88 0.88 0.92 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 0 0 35 175 0 6 72 124 24 8 324 0 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Pedestrians Frt 0.99 1.00 1.00 1.00 0.85 Lane Width (m) Flt Protected 1.00 0.95 1.00 0.95 1.00 Walking Speed (m/s) Satd. Flow (prot) 3531 1805 3574 3502 1470 Percent Blockage Flt Permitted 1.00 0.11 1.00 0.95 1.00 Right turn flare (veh) Satd. Flow (perm) 3531 206 3574 3502 1470 Median type None None Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 Median storage veh) Adj. Flow (vph) 1523 130 12 762 27 4 Upstream signal (m) 119 353 RTOR Reduction (vph) 300004 pX, platoon unblocked Lane Group Flow (vph) 1650 0 12 762 27 0 vC, conflicting volume 552 632 162 493 620 74 324 148 Confl. Peds. (#/hr) 2 2 vC1, stage 1 conf vol Heavy Vehicles (%) 1% 0% 0% 1% 0% 0% vC2, stage 2 conf vol Turn Type NA pm+pt NA Prot Perm vCu, unblocked vol 552 632 162 493 620 74 324 148 Protected Phases 2 1 6 8 tC, single (s) 7.5 6.5 6.9 7.5 6.5 7.3 4.1 4.1 Permitted Phases 6 8 tC, 2 stage (s) Actuated Green, G (s) 89.8 95.6 95.6 12.0 12.0 tF (s) 3.5 4.0 3.3 3.5 4.0 3.5 2.2 2.2 Effective Green, g (s) 89.8 95.6 95.6 12.0 12.0 p0 queue free % 100 100 96 59 100 99 94 99 Actuated g/C Ratio 0.75 0.80 0.80 0.10 0.10 cM capacity (veh/h) 394 371 854 423 377 917 1233 1446 Clearance Time (s) 6.4 3.0 6.4 6.0 6.0 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Volume Total 35 181 134 86 8 216 108 Lane Grp Cap (vph) 2642 201 2847 350 147 Volume Left 0 175 72 0800 v/s Ratio Prot c0.47 0.00 c0.21 c0.01 Volume Right 35 6 0 24 0 0 0 v/s Ratio Perm 0.05 0.00 cSH 854 431 1233 1700 1446 1700 1700 v/c Ratio 0.62 0.06 0.27 0.08 0.00 Volume to Capacity 0.04 0.42 0.06 0.05 0.01 0.13 0.06 Uniform Delay, d1 7.1 5.2 3.2 49.0 48.6 Queue Length 95th (m) 1.0 16.3 1.5 0.0 0.1 0.0 0.0 Progression Factor 1.00 1.00 1.00 0.97 1.04 Control Delay (s) 9.4 19.3 4.6 0.0 7.5 0.0 0.0 Incremental Delay, d2 1.1 0.1 0.2 0.1 0.0 Lane LOS A C A A Delay (s) 8.3 5.3 3.4 47.8 50.4 Approach Delay (s) 9.4 19.3 2.8 0.2 Level of Service A A A D D Approach LOS A C Approach Delay (s) 8.3 3.4 48.2 Approach LOS A A D Intersection Summary Average Delay 5.9 Intersection Summary Intersection Capacity Utilization 39.0% ICU Level of Service A HCM 2000 Control Delay 7.2 HCM 2000 Level of Service A Analysis Period (min) 15 HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 15.4 Intersection Capacity Utilization 69.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 5 Paradigm Transportation Solutions Limited Page 1 4XHXHV +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV 'XQGDV6WUHHW: +RVSLWDO*DWH Future Total 2022 PM 'XQGDV6WUHHW: +RVSLWDO*DWH Future Total 2022 PM
Lane Group EBL EBT WBT WBR SBL SBR Movement EBL EBT WBT WBR SBL SBR Lane Group Flow (vph) 58 1532 2338 124 237 88 Lane Configurations v/c Ratio 0.36 0.44 0.74 0.12 0.60 0.34 Traffic Volume (vph) 55 1455 2221 118 225 84 Control Delay 14.4 5.1 13.8 4.6 57.1 13.5 Future Volume (vph) 55 1455 2221 118 225 84 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Delay 14.4 5.1 13.8 4.6 57.1 13.5 Total Lost time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Queue Length 50th (m) 2.5 44.2 142.5 5.6 28.7 0.0 Lane Util. Factor 1.00 *0.80 *0.80 1.00 0.97 1.00 Queue Length 95th (m) 12.5 61.6 186.7 13.6 41.5 15.1 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Internal Link Dist (m) 227.6 290.4 94.6 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Turn Bay Length (m) 125.0 50.0 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Base Capacity (vph) 173 3450 3154 1078 1291 643 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Starvation Cap Reductn 000000 Satd. Flow (prot) 1703 4427 4471 1509 3467 1579 Spillback Cap Reductn 000000 Flt Permitted 0.05 1.00 1.00 1.00 0.95 1.00 Storage Cap Reductn 000000 Satd. Flow (perm) 82 4427 4471 1509 3467 1579 Reduced v/c Ratio 0.34 0.44 0.74 0.12 0.18 0.14 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Intersection Summary Adj. Flow (vph) 58 1532 2338 124 237 88 RTOR Reduction (vph) 0 0 0 14 0 78 Lane Group Flow (vph) 58 1532 2338 110 237 10 Confl. Peds. (#/hr) 1 Heavy Vehicles (%) 6% 3% 2% 7% 1% 1% Turn Type pm+pt NA NA Perm Prot Perm Protected Phases 5 2 6 4 Permitted Phases 2 6 4 Actuated Green, G (s) 93.5 93.5 83.8 83.8 13.7 13.7 Effective Green, g (s) 93.5 93.5 83.8 83.8 13.7 13.7 Actuated g/C Ratio 0.78 0.78 0.70 0.70 0.11 0.11 Clearance Time (s) 4.0 5.9 5.9 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 140 3449 3122 1053 395 180 v/s Ratio Prot 0.02 c0.35 c0.52 c0.07 v/s Ratio Perm 0.30 0.07 0.01 v/c Ratio 0.41 0.44 0.75 0.10 0.60 0.06 Uniform Delay, d1 14.2 4.5 11.4 5.9 50.5 47.4 Progression Factor 1.00 1.00 1.00 1.00 1.01 1.02 Incremental Delay, d2 2.0 0.4 1.7 0.2 2.5 0.1 Delay (s) 16.2 4.9 13.1 6.1 53.3 48.4 Level of Service BABADD Approach Delay (s) 5.3 12.8 52.0 Approach LOS A B D Intersection Summary HCM 2000 Control Delay 13.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.8 Intersection Capacity Utilization 65.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 2 Paradigm Transportation Solutions Limited Page 3 4XHXHV +&06LJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Future Total 2022 PM +RVSLWDO*DWH :LOOLDP+DOWRQ3DUNZD\ Future Total 2022 PM
Lane Group EBT WBL WBT NBL NBR Movement EBT EBR WBL WBT NBL NBR Lane Group Flow (vph) 546 11 1480 167 11 Lane Configurations v/c Ratio 0.23 0.02 0.57 0.29 0.05 Traffic Volume (vph) 459 27 10 1317 148 11 Control Delay 6.4 3.6 8.5 43.0 18.9 Future Volume (vph) 459 27 10 1317 148 11 Queue Delay 0.0 0.0 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Delay 6.4 3.6 8.5 43.0 18.9 Total Lost time (s) 6.4 3.0 6.4 6.0 6.0 Queue Length 50th (m) 19.8 0.6 78.0 17.3 0.1 Lane Util. Factor 0.95 1.00 0.95 0.97 0.91 Queue Length 95th (m) 35.5 1.9 92.1 26.2 m4.2 Frt 0.99 1.00 1.00 1.00 0.85 Internal Link Dist (m) 276.1 252.0 179.3 Flt Protected 1.00 0.95 1.00 0.95 1.00 Turn Bay Length (m) 65.0 75.0 Satd. Flow (prot) 3329 1805 3574 3438 1348 Base Capacity (vph) 2377 741 2609 859 345 Flt Permitted 1.00 0.43 1.00 0.95 1.00 Starvation Cap Reductn 00000 Satd. Flow (perm) 3329 816 3574 3438 1348 Spillback Cap Reductn 00000 Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 Storage Cap Reductn 00000 Adj. Flow (vph) 516 30 11 1480 166 12 Reduced v/c Ratio 0.23 0.01 0.57 0.19 0.03 RTOR Reduction (vph) 200009 Intersection Summary Lane Group Flow (vph) 544 0 11 1480 167 2 Heavy Vehicles (%) 8% 0% 0% 1% 2% 9% m Volume for 95th percentile queue is metered by upstream signal. Turn Type NA pm+pt NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 6 8 Actuated Green, G (s) 83.2 87.6 87.6 20.0 20.0 Effective Green, g (s) 83.2 87.6 87.6 20.0 20.0 Actuated g/C Ratio 0.69 0.73 0.73 0.17 0.17 Clearance Time (s) 6.4 3.0 6.4 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2308 607 2609 573 224 v/s Ratio Prot 0.16 0.00 c0.41 c0.05 v/s Ratio Perm 0.01 0.00 v/c Ratio 0.24 0.02 0.57 0.29 0.01 Uniform Delay, d1 6.7 4.5 7.5 43.8 41.7 Progression Factor 1.00 1.00 1.00 0.95 0.89 Incremental Delay, d2 0.2 0.0 0.9 0.3 0.0 Delay (s) 7.0 4.5 8.4 41.7 37.1 Level of Service A A A D D Approach Delay (s) 7.0 8.3 41.4 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 10.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 15.4 Intersection Capacity Utilization 63.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report Synchro 9 Report Paradigm Transportation Solutions Limited Page 4 Paradigm Transportation Solutions Limited Page 5